Echuca-Moama Bridge Environment Effects Statement Volume 1 of 4

August 2015

vicroads.vic.gov.au

Foreword

VicRoads, in partnership with Roads and Maritime Where appropriate and feasible, VicRoads has Services NSW, is undertaking planning activities for incorporated community and stakeholder advice into a second Murray River crossing at Echuca-Moama. the investigation and evaluation of alignment options and potential mitigation measures. The Project, known as the Echuca-Moama Bridge Project, would alleviate congestion on the existing The exhibition of the EES and associated draft bridge, provide an alternate route for residents, Planning Scheme Amendment provide an improve access for the local community, and opportunity for the community and other enhance cross interstate connectivity for freight and stakeholders to review the documents and make agricultural machinery. written submissions on the EES, the proposed construction and operation of the alignment options Extensive detailed planning investigations have been and an opportunity to provide comment on the draft undertaken to assess a suitable route for the new planning scheme amendment. These submissions crossing. In June 2013, the Victorian Minister for will be considered by VicRoads and the Minister for Planning determined that an Environment Effects Planning. The Minister for Planning may also appoint Statement (EES) would be required to assess the an inquiry to evaluate the effects of the project, environmental impacts of the Project in Victoria. having regard to the EES studies and public The Echuca-Moama Bridge EES has considered three submissions. potential alignment options; the Mid-West 2A and The Minister for Planning will then issue an 2B, and Mid-West alignments, resulting in the Mid- assessment of the effects of the project to inform West alignment being identified as the preferred the statutory approvals that are required for the option on the basis of lesser environmental and Project to proceed. cultural heritage impacts, and overall cost effectiveness. VicRoads thanks all who have contributed their time and input to this Project. The proposed new Murray River crossing requires a range of statutory approvals under State and Commonwealth legislation. The EES is required to inform statutory decision makers, including decisions under the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 and adoption of a planning scheme amendment under the Victorian Planning and Environment Act 1997. John Merritt Amendments to the Campaspe Shire planning scheme are required to facilitate the Project. Chief Executive, VicRoads The Echuca-Moama Bridge EES responds to the Scoping Requirements issued by the Minister for Planning in June 2014. The EES describes the outcomes of the investigations, the alignment options evaluated, predicted environmental effects and proposed management measures for the Project. The proposed Murray River crossing would comprise a two lane (one lane each way) arterial road. In consideration of the potential future development needs of Echuca and Moama, the Project would include provision for the potential duplication of the arterial road if and when required at a future time. Accordingly this EES investigates the impacts and benefits of the future construction, operation and maintenance of a dual carriageway, four lane arterial road. The Echuca-Moama Bridge EES has been developed following extensive consultation with the community and stakeholders, including the Campaspe Shire Council and key government agencies. A Technical Reference Group convened by the former Department of Transport Planning and Local Infrastructure (now the Department of Environment, Land, Water and Planning) has worked closely with VicRoads and provided advice during the preparation of the EES.

Table of Contents

1. Introduction 1.1 Overview ...... 1-1 1.2 Project context ...... 1-1 1.3 Project proponents ...... 1-2 1.4 Scope of the EES ...... 1-2 1.5 Structure of the EES ...... 1-4

2 Project rationale 2.1 Previous studies ...... 2-1 2.2 Policy context ...... 2-8 2.3 Project objectives ...... 2-10

3 Project approval requirements 3.1 Commonwealth assessment and approvals ...... 3-1 3.2 Victorian assessment and approvals ...... 3-3 3.3 NSW assessment approvals ...... 3-6

4 Project alternatives 4.1 Introduction ...... 4-1 4.2 The Mid-West, Mid-West 2A and Mid-West 2B options ...... 4-1 4.3 The ‘No Project’ scenario ...... 4-1 4.4 Preliminary review ...... 4-2 4.5 Preferred alignment ...... 4-4 4.6 Options assessment ...... 4-4

5 EES assessment framework and approach 5.1 Introduction ...... 5-1 5.2 EES framework ...... 5-1 5.3 Summary of approach to EES investigations ...... 5-5 5.4 Risk and impact assessment ...... 5-5

6 Project description 6.1 Introduction ...... 6-1 6.2 Preferred alignment ...... 6-1 6.3 Project timing ...... 6-1 6.4 Initial construction and provision for ultimate duplication ...... 6-2 6.5 Potential construction staging ...... 6-2 6.6 Design guidelines ...... 6-2 6.7 Gradeline ...... 6-2 6.8 Posted speed limits ...... 6-3 6.9 Typical cross sections ...... 6-3 6.10 Proposed structures ...... 6-5 6.11 Intersections and access controls ...... 6-5 6.12 Bicycles and pedestrian use ...... 6-9 6.13 Noise attenuation ...... 6-10 6.14 Lighting ...... 6-10 6.15 Landscaping ...... 6-10 6.16 Refinement of alignments ...... 6-10 6.17 Community infrastructure design opportunities ...... 6-11 6.18 Emergency services access ...... 6-11 6.19 Protection from traffic hazards ...... 6-11 6.20 Construction buffers ...... 6-12 6.21 Construction area ...... 6-12 6.22 Construction and working hours ...... 6-12 6.23 Construction scheduling ...... 6-12 6.24 Site preparation, pavement and road construction ...... 6-13 6.25 Bridge structural works ...... 6-13 6.26 Plant and equipment ...... 6-14 6.27 Earthworks ...... 6-14 6.28 Construction site drainage ...... 6-14 6.29 Construction traffic management and access ...... 6-15 6.30 Traffic Management Plan ...... 6-15 6.31 Site compounds ...... 6-15 6.32 Utility services ...... 6-16 6.33 Rehabilitation and community infrastructure ...... 6-16 6.34 Operation and maintenance ...... 6-17 6.35 Roadside management ...... 6-17 6.36 Land acquisition ...... 6-17 6.37 Social and economic considerations ...... 6-17

7 Community and stakeholder engagement 7.1 Introduction ...... 7-1 7.2 Consultation prior to the EES ...... 7-1 7.3 Consultation during the EES ...... 7-4 7.4 Stakeholders ...... 7-5 7.5 Community consultation activities ...... 7-6 7.6 Issues raised through community consultation ...... 7-8 7.7 Ongoing community consultation ...... 7-9

8 Traffic and transport 8.1 EES objectives...... 8-1 8.2 Study area ...... 8-2 8.3 Methodology ...... 8-2 8.4 Legislation and policy ...... 8-3 8.5 Existing conditions ...... 8-6 8.6 Impact assessment ...... 8-11 8.7 Risk assessment ...... 8-17 8.8 Environmental management measures ...... 8-17 8.9 Conclusion ...... 8-18

9 Biodiversity and habitat 9.1 EES objectives...... 9-2 9.2 Requirements for Preliminary Documentation – Controlled Action for South-eastern Long-eared Bat ...... 9-3 9.3 Study area ...... 9-3 9.4 Methodology ...... 9-5 9.5 Legislation and policy ...... 9-7 9.6 Existing conditions ...... 9-9 9.7 Impact assessment ...... 9-21 9.8 Native vegetation offset...... 9-25 9.9 Risk assessment ...... 9-26 9.10 Environmental management measures ...... 9-28 9.11 Conclusion ...... 9-29

10 Aquatic flora and fauna 10.1 EES objectives...... 10-1 10.2 Study area ...... 10-2 10.3 Methodology ...... 10-3 10.4 Legislation and policy ...... 10-6 10.5 Existing conditions ...... 10-9 10.6 Impact assessment ...... 10-13 10.7 Risk assessment ...... 10-17 10.8 Environmental management measures ...... 10-18 10.9 Conclusion ...... 10-19

11 Aboriginal cultural heritage 11.1 EES objectives...... 11-2 11.2 Study area ...... 11-2 11.3 Methodology ...... 11-2 11.4 Legislation and policy ...... 11-5 11.5 Existing conditions ...... 11-6 11.6 Impact assessment ...... 11-9 11.7 Risk assessment ...... 11-11 11.8 Environmental management measures ...... 11-12 11.9 Conclusion ...... 11-13

12 Historic heritage 12.1 EES objectives...... 12-1 12.2 Study area ...... 12-2 12.3 Methodology ...... 12-2 12.4 Legislation and policy ...... 12-4 12.5 Existing conditions ...... 12-5 12.6 Impact assessment ...... 12-11 12.7 Risk assessment ...... 12-12 12.8 Environmental management measures ...... 12-13 12.9 Conclusion ...... 12-14

13 Planning and land use 13.1 EES objectives...... 13-1 13.2 Study area ...... 13-2 13.3 Methodology ...... 13-2 13.4 Legislation and policy ...... 13-4 13.5 Existing conditions ...... 13-6 13.6 Impact assessment ...... 13-17 13.7 Environmental management measures ...... 13-20 13.8 Planning scheme amendment ...... 13-21 13.9 Conclusion ...... 13-21

14 Social 14.1 EES objectives...... 14-1 14.2 Study area ...... 14-2 14.3 Methodology ...... 14-2 14.4 Legislation and policy ...... 14-6 14.5 Existing conditions ...... 14-8 14.6 Reactions to the Project ...... 14-14 14.7 Impact assessment ...... 14-16 14.8 Environmental management measures ...... 14-21 14.9 Conclusion ...... 14-22

15 Landscape and visual amenity 15.1 EES objectives...... 15-1 15.2 Study area ...... 15-2 15.3 Methodology ...... 15-2 15.4 Legislation and policy ...... 15-4 15.5 Landscape planning sub-objectives ...... 15-6 15.6 Existing conditions ...... 15-6 15.7 Impact assessment ...... 15-15 15.8 Environmental management measures ...... 15-23 15.9 Conclusion ...... 15-24

16 Catchment values 16.1 EES objectives...... 16-1 16.2 Study area ...... 16-2 16.3 Methodology ...... 16-2 16.4 Legislation and policy ...... 16-4 16.5 Existing conditions ...... 16-5 16.6 Impact assessment ...... 16-11 16.7 Risk assessment ...... 16-17 16.8 Environmental management measures ...... 16-18 16.9 Conclusion ...... 16-19

17 Soils and geology 17.1 EES objectives...... 17-1 17.2 Study area ...... 17-2 17.3 Methodology ...... 17-2 17.4 Legislation and policy ...... 17-4 17.5 Existing conditions ...... 17-6 17.6 Impact assessment ...... 17-7 17.7 Risk assessment ...... 17-9 17.8 Environmental management measures ...... 17-9 17.9 Conclusion ...... 17-10

18 Air and noise 18.1 Air and noise EES objectives ...... 18-2 18.2 Air study area ...... 18-2 18.3 Air assessment methodology ...... 18-2 18.4 Air legislation, policy and guidelines ...... 18-5 18.5 Existing conditions for air ...... 18-7 18.6 Air impact assessment ...... 18-7 18.7 Noise study area ...... 18-9 18.8 Noise assessment methodology ...... 18-9 18.9 Noise legislation, policy and guidelines ...... 18-12 18.10 Existing noise conditions ...... 18-14 18.11 Noise impact assessment ...... 18-17 18.12 Risk assessment ...... 18-28 18.13 Environmental management measures ...... 18-29 18.14 Conclusion ...... 18-30

19 Economy 19.1 EES objectives...... 19-1 19.2 Study area ...... 19-2 19.3 Methodology ...... 19-2 19.4 Legislation and policy ...... 19-4 19.5 Existing conditions ...... 19-6 19.6 Economic constraints associated with traffic movement across the existing Echuca-Moama Bridge ...... 19-8 19.7 Impact assessment ...... 19-9 19.8 Environmental management measures ...... 19-12 19.9 Conclusion ...... 19-13

20 Environmental Management Framework 20.1 Introduction ...... 20-1 20.2 EES objectives...... 20-1 20.3 Project delivery roles and responsibilities ...... 20-2 20.4 VicRoads Environmental Risk Management Guideline ...... 20-3 20.5 Environmental management measures and monitoring requirements ...... 20-9

21 Conclusion 21.1 Responding to the Scoping Requirements ...... 21-1

22 References

23 Glossary and abbreviations

i Executive summary

Introduction Roads and Maritime Services is a NSW department responsible for building and management of road This Environment Effects Statement (EES) relates to infrastructure and the day-to-day compliance for the Echuca-Moama Bridge Project (the Project) for road and waterway safety. Within NSW, assessment the construction of a new road alignment and of the Project is prescribed by the New South Wales bridges over the Campaspe and Murray rivers. The Environmental Planning and Assessment Act 1979 preferred alignment lies between the intersection of (NSW) and the Environmental Planning and the Murray Valley Highway and Warren Street in Assessment Regulations. Echuca (Victoria), through to the intersection of Perricoota Road and the Cobb Highway in Moama VicRoads and Roads and Maritime Services have (New South Wales). previously worked together on a number of cross border projects that require combined approvals VicRoads has been considering options for a second processes. Both VicRoads and Roads and Maritime crossing of the Murray River since 1965. As part of Services have developed robust approaches to previous assessments, VicRoads in conjunction with managing health and safety. Both organisations its New South Wales counterpart has considered a work together to define the scope of projects and in number of corridor options and undertaken detailed doing so have regard to environmental planning and environmental assessments. considerations and legislative requirements. The purpose of the EES is to provide stakeholders and decision-makers with a clear description of the Project rationale proposed Project, relevant alternatives and Echuca and Moama operate as a combined assessment of the potential environmental, social community and are currently linked by a heritage- and economic effects and benefits. The EES process listed bridge across the Murray River with a single informs the various statutory approvals required for carriageway in either direction. Reliance on the the Project and invites comment on outcomes of the existing bridge as the only accessible river crossing assessments undertaken. Relevant decision-makers can result in traffic gridlock and restricts higher need to have regard to the Victorian Minister for efficiency and over-dimensional vehicles, thus Planning’s Assessment of the Project and its effects, having impacts both on productivity and economic which will be provided at the conclusion of the EES activity within the region. process. The Project would result in: This executive summary provides an overview of the Project, the assessment and approvals framework,  Reduced travel time for commercial vehicles and predicted environmental effects and management removal of restrictions for Higher Mass Limit and measures that are recommended. oversized commercial vehicles  Improved access for emergency vehicles and the Project proponents provision of a second flood evacuation route Roads Corporation (trading as VicRoads) and New  A reduction in the number of heavy vehicles in South Wales Roads and Maritime Services (Roads the Echuca and Moama shopping centres, and Maritime Services) are co-proponents for the thereby improving the amenity of the retail area, Project. VicRoads is responsible for the preparation which is beneficial to traders, shoppers and other of this EES and undertaking the planning approvals users of the centre within Victoria. VicRoads is also preparing the Preliminary Documentation for the Commonwealth  Improved amenity of the Port of Echuca Heritage approval on a Matter of National Environmental Precinct, which would be beneficial to visitors Significance consistent with the requirements of the and tourism operators Environment Protection and Biodiversity  Reduced travel time for tourists and residents, Conservation Act 1999 (Cwlth.) VicRoads is working especially during peak seasons and major events closely with Roads and Maritime Services to obtain approval for the NSW component of the Project.  Reduced risk to the ongoing operations of business/industry with an alternate river VicRoads is a statutory authority whose crossing available in the event of the existing responsibilities are outlined in the Transport crossing being inaccessible. Integration Act 2010 (Vic.). It is one of several Victorian Government agencies that help the The full rationale for the Project is set out in Chapter Government achieve its integrated transport policy 2 of the EES. objectives. VicRoads also administers a number of other Acts and Regulations including the Road Management Act 2004 (Vic.) and the Road Safety Act 1986 (Vic.). The VicRoads Chief Executive is accountable to the Minister for Roads, reporting through the Secretary of the Department of Economic Development, Jobs, Transport and Resources.

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Alignment options alignment with Forbes Street/Cobb Highway and intersects with Meninya Street and Perricoota Road. As noted previously, various studies have considered a range of potential alignments for a second crossing Mid-West 2B (MW2B) of the Murray River at Echuca-Moama. MW2B heads in a northerly direction on a new Between 2011 and 2013, four options in the Mid- alignment from the intersection of the Murray Valley West 2 corridor were considered as part of the Highway and Warren Street before turning north- planning investigations: easterly and passing to the north of the Echuca  Mid-West 2A Cemetery and crossing the Campaspe River. MW2B traverses the south-eastern section of the sand hill  Mid-West 2B at the rear of the former Echuca Secondary College  Mid-West 2C site and western end of the Echuca Lawn Tennis Club courts, then passes to the north of the Echuca  Mid-West 2D. Holiday Park and Victoria Park boat ramp before Following the investigations into these four options, crossing the Murray River. MW2B then turns the Mid-West 2A and Mid-West 2B options were northwards in alignment with Forbes Street/Cobb identified as options that would be considered by Highway and intersects with Meninya Street and further planning assessment, and options Mid-West Perricoota Road. 2C and Mid-West 2D would not be considered further. Options assessment and selection process Following the detailed planning and environmental A preliminary review of these three options was then assessments of the Mid-West 2 corridor an EES undertaken based on investigations undertaken referral was made to proceed with either Option 2A between 2009 and 2013. The preliminary review or 2B in the Mid-West 2 corridor. found the three alignment options would have significantly different impacts on: In June 2013 the Minister for Planning determined an EES was required to assess the potential effects  Biodiversity and habitat of Options 2A and 2B together with investigation of  Aboriginal cultural and historic heritage a nearby alternative alignment in the Mid-West corridor.  Social considerations. Subsequently, it was decided to focus on three In order to inform a more detailed options potential alignments within the Mid-West and Mid- assessment, a site inspection and review of previous West 2 corridors. These are described below. documentation was undertaken, along with a site visit and targeted consultation by specialist Description of the potential alignments consultants in these three key areas. The assessment drew upon existing information Mid-West Option obtained for the Project during previous investigations. The Mid-West Option heads in a north-easterly direction along Warren Street from its intersection The evaluation criteria for each of the three key with the Murray Valley Highway. It then turns north- specialist areas were developed having regard to: westerly off Warren Street, between Payne Street  The draft EES Evaluation Objectives and Campaspe Esplanade, crossing the Campaspe River and Crofton Street. The Mid-West Option  The relevant legislation, policies or guidelines traverses the south-eastern section of the sand hill at the rear of the former Echuca Secondary College  VicRoads’ Project Objectives. site and the western end of the Echuca Lawn Tennis In addition, the evaluation criteria sought to provide Club courts, then passes to the north of the Echuca a comparison of each option to determine the extent Holiday Park and Victoria Park boat ramp before of impact (if any) and details of those impacts for crossing the Murray River. The option then turns each alignment option. northwards in alignment with Forbes Street/Cobb Highway and intersects with Meninya Street and Biodiversity Perricoota Road. All three alignments would result in impacts on Mid-West 2A (MW2A) biodiversity. MW2A heads in a northerly direction on a new The Mid-West Option was rated as having the least alignment from the intersection of the Murray Valley impact on biodiversity. This is consistent with the Highway and Warren Street before turning north- findings of a number of detailed biodiversity easterly and passing to the north of the Echuca assessments for the Project (see Chapter 9). Cemetery and crossing the Campaspe River. MW2A traverses the northern section of the sand hill at the rear of the former Echuca Secondary College site and passes to the north of the Echuca Holiday Park and Victoria Park boat ramp before crossing the Murray River. MW2A then turns northwards in

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The Mid-West Option would have the least impact on Additionally the Mid-West and MW2B options would biodiversity as: better follow the interface between the active (sporting) and the passive use areas of Victoria  It would result in removal of the least amount of Park. high quality habitat for listed species. The Mid- West Option was rated as moderately poor to All three options would: low against this assessment criterion, compared  Deliver significantly improved access across the to the MW2A and MW2B options which were Murray River for local and regional road users rated as poor to moderately poor  Support the vitality and growth of the region and  It would have the least impact on wildlife states connectivity. The Mid-West Option was rated as moderately poor, compared to the MW2A and  Provide an important access alternative for the MW2B options which were rated as being poor Echuca-Moama community, and  It is likely to be easiest to secure offsets for this  Improve the amenity in the existing town option. The Mid-West Option was rated as centres. moderately poor for Environment Protection and In relation to the following studies, it was Biodiversity Conservation Act listed species and determined there was little to differentiate between negligible for other species. This is compared to the three alignment options. The key points to note MW2A and MW2B, which were rated as poor for are as follows: Environment Protection and Biodiversity Conservation Act listed species and moderately  Traffic and transport – Minor differences in traffic poor for other species. performance, although the Mid-West Option would attract slightly greater traffic volumes Heritage than MW2A and MW2B, thereby reducing traffic volumes on the existing bridge and town centres From an Aboriginal cultural and historic heritage  Aquatic – All options require two river crossings perspective the Mid-West Option is the better which avoid direct impact on waterways performing of the three options as it traverses a smaller area of the section of Victoria Park that  Planning and land use – All options would utilise contains scarred trees and therefore has less overall flood affected land. The Mid-West Option would impact on registered Aboriginal sites. Importantly, impact a greater number of freehold properties the Mid-West Option would avoid intrusion into the and the MW2A and MW2B options would impact culturally and scientifically sensitive sand hill area. a greater amount of public land None of the options impact on any sites or places  Landscape and visual – The Mid-West Option currently listed on the Victorian Heritage Register or would impact significant views around Crofton Victorian Heritage Inventory in Echuca, or in the Street, whilst MW2A would be visible at Schedule to the Shire of Campaspe Heritage Overlay Reflection Bend and MW2B would be visible from under the Campaspe Planning Scheme. Crofton and Jarman streets  Catchment values – All options can be mitigated Social to comply with flood afflux and floodplain performance requirements In terms of social impact considerations, the three options would have effects on existing social  Soils and geology – Similar ground conditions activities, but these were all generally rated as low exist for all options, although MW2A and MW2B to negligible, primarily due to the management would traverse a greater area of the floodplain measures proposed by VicRoads. The Mid-West while the Mid-West Option would utilise the Option has the benefit of avoiding any adverse existing Warren Street road formation. MW2B impacts on the Echuca Cemetery. would also impact the disused tip site to the north of Campaspe Esplanade In terms of impact on recreational facilities and events, the three options have broadly similar  Noise – All options would be mitigated to comply effects. In relation to Victoria Park and its with VicRoads noise policy. The Mid-West Option interrelated active and passive recreational would increase noise levels to residential attributes, MW2A was rated as moderately poor properties near Crofton Street and Warren whereas the Mid-West and MW2B options were rated Street. MW2A would increase noise levels at as having a negligible impact. Merool Caravan Park (in NSW) and MW2B would increase noise levels at Crofton and Jarman This reflects the fact that MW2A would sever the streets. passive use area of Victoria Park into three smaller  Regional economy – All options would provide segments, with implications for the useability and similar economic benefits and have similar amenity of the quieter and more intact areas of the economic impacts. bushland area. The Mid-West and MW2B options would avoid fragmentation of the passive use area of Following consideration of previous investigations Victoria Park and would have less impact on amenity into the Mid-West Option, MW2A and MW2B, the within the bushland area. former Deputy Premier announced on 31 July 2014, that the preferred alignment for a second Murray River crossing at Echuca-Moama is the Mid-West Option.

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The Minister’s announcement noted that whilst the addition, VicRoads is required to prepare and obtain EES would consider the three alignments, approval of a Planning Scheme Amendment to the establishing a preferred corridor early in the process Campaspe Planning Scheme under the Planning and would allow effort to be focussed where it is likely to Environment Act 1987 (Vic.), and a Cultural Heritage have the greatest effect. Management Plan (CHMP) under the Aboriginal Heritage Act 2006 (Vic.). Relevant NSW legislation is Project objectives not assessed in detail as part of this EES. Detailed analysis of NSW legislation is outlined in the REF In response to the above, VicRoads has developed prepared for the Project by Roads and Maritime the following project objectives: Services.  Improve accessibility and connectivity for the This EES and the draft Planning Scheme Amendment community of Echuca-Moama and the wider are subject to a public review process. An Inquiry region Panel will be convened to conduct public hearings,  Provide security of access with a second flood- consider submissions on the EES and draft Planning free crossing between Echuca and Moama Scheme Amendment and provide a report to the Minister for Planning. The Minister for Planning will  Enable cross border access for high productivity then consider the Inquiry Panel’s findings and make freight vehicles and oversized vehicles recommendations on the Project.  Improve emergency services access between Echuca and Moama during emergency situations EES Scoping Requirements and draft and major tourist and flood events Evaluation Objectives  Provide road infrastructure that supports: The EES Scoping Requirements provide the Minister’s requirements on the range of • The Victorian and NSW state and national environmental matters to be investigated and economies through improved connectivity of documented in the EES. goods and services The draft EES Scoping Requirements for the Project • The local and regional economy of Echuca- were exhibited for public comment for 15 business Moama. days between 19 May 2014 and 6 June 2014. Following review of public comments and updating of EES and approvals the Scoping Requirements, they were issued by the Minister for Planning in their final form on 30 June On 14 June 2013, the Victorian Minister for Planning 2014. decided that an EES under the Environment Effects Act 1978 (Vic.) was required to assess the likely The Scoping Requirements include a set of draft environmental effects of the Victorian component of Evaluation Objectives that identify desired outcomes the Project. This EES has been prepared in response in the context of potential project effects and to the EES Scoping Requirements issued in their relevant legislation. The draft Evaluation Objectives final form on 30 June 2014 by the Victorian Minister provide a framework to guide assessment of for Planning. environmental effects in the EES. The draft Evaluation Objectives are: The purpose of an EES is to provide a description of the Project and its potential effects on the  To improve accessibility and connectivity for the environment, to inform the public and stakeholders people of Echuca-Moama and the wider region and to enable a Ministerial Assessment of the Project by providing for existing and future traffic that will inform decision-makers. capacity and safety needs The Project is subject to relevant Commonwealth,  To avoid or minimise adverse effects on native Victorian and New South Wales legislative vegetation and listed flora and fauna species and requirements. As co-proponents, VicRoads and ecological communities, and address Roads and Maritime Services have responsibility for opportunities for offsetting potential losses obtaining the necessary State approvals. In addition, consistent with relevant policy VicRoads will be responsible for leading the  To avoid or minimise adverse effects on preparation of documentation for the Aboriginal and historic cultural heritage values Commonwealth approval. As the Project crosses state borders, three sets of documentation – the  To minimise adverse social and land use effects, EES, a Review of Environmental Factors (REF) and including impacts on existing uses of the Crown Preliminary Documentation required under the land Environment Protection and Biodiversity  Conservation Act – have been prepared for the To minimise adverse landscape and visual Project. amenity effects on values of the area, including the Murray and Campaspe rivers and floodplains This EES focuses on the approvals to be obtained by  VicRoads under Victorian legislation, and also To maintain floodplain functions, hydrology, considers approval requirements under values of surface water, groundwater and Commonwealth legislation. The Environment Effects geomorphic stability of proximate sections of the Act is the overarching Victorian legislation requiring lower Campaspe and Murray rivers environmental impact assessment of the Project. In

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 To minimise noise, air quality and other amenity  The following former Victorian Government effects to the extent practicable departments, now part of the Department of Environment, Land, Water and Planning  To provide road infrastructure that fosters a (DELWP): viable level of economic performance for the local and regional economy of Echuca • DTPLI  To provide a transparent framework with clear • Regional Development Victoria (Planning) accountabilities for managing environmental • Department of Environment and Primary effects and hazards associated with construction, Industries operation and rehabilitation phases of the project, in order to achieve acceptable  Roads and Maritime Services environmental outcomes  Office of Aboriginal Affairs Victoria  Overall, to demonstrate that the project would  achieve a balance of economic, social and North Central Catchment Management Authority environmental outcomes that contribute to  Heritage Victoria ecologically sustainable development and provide a net community benefit over the short  Campaspe Shire Council and long-term.  VicRoads Northern Region. The manner in which these draft Evaluation The first TRG meeting was held on 1 May 2014. Objectives relate to the relevant legislation, Three further meetings were held while the EES was guidelines and policies is set out in Table 5-1 of being prepared, with the final meeting on 31 Chapter 5. October 2014.

Technical Reference Group Community consultation A Technical Reference Group (TRG) chaired by the Throughout the process of developing the alignment former Department of Transport, Planning and Local options, VicRoads has undertaken extensive Infrastructure (DTPLI) was established in late 2013. consultation with landowners, potentially affected The role of the TRG was to provide advice as businesses and community groups. appropriate, including on: Feedback has been provided on an individual and  The draft Scoping Requirements for the EES, community level. Broadly, the main concerns can be including matters that should be investigated as summarised as: part of the assessment of potential effects  The potential impact on significant Aboriginal  Relevant policies, strategies and statutory cultural heritage places (e.g. the sand hill) provisions including any legislation, regulations and guidelines that apply to the Project, as well  The potential impact on the Victoria Park as the consistency of the Project or relevant sporting precinct, especially the loss of tennis alternatives with these provisions courts  Design and adequacy of EES technical studies in  The proximity of the Mid-West Option to addressing the Scoping Requirements; and residential areas, potentially impacting amenity information required to support approval resulting from increased traffic noise processes, in terms of consistency with good  The effect of increased traffic in Warren Street practice standards of methodology and analysis, on access to local residences and the Echuca in the context of relevant data sets and research Cemetery  Opportunities to address issues arising from EES  Access for river craft during construction investigations (including major ski events)  Technical adequacy of the draft EES  Access to Victoria Park for recreational activities documentation  Effects of construction of a new road across the  Design and implementation of VicRoads’ public Murray and Campaspe river floodplains information and stakeholder consultation program for the EES  Ongoing concern about the lack of a second Murray River crossing to provide for increased  Coordination of applicable statutory assessment safety and improved amenity in the town and approvals processes. centres. The TRG comprised representatives from: Table 1 demonstrates how these issues have been  Commonwealth Department of the Environment addressed in the EES.

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Table 1 Summary of key issues raised through consultation and responses

Issues raised during consultation Response

Potential impact on significant Aboriginal cultural The concept design and construction techniques at potentially heritage places significant Aboriginal cultural heritage places (e.g. the sand hill) would be developed in consultation with the Registered Aboriginal Party.

Potential impact on Victoria Park sporting precinct VicRoads has committed to replacing six lawn tennis courts that would facilities (Echuca Lawn Tennis Club) be impacted by the alignment in consultation with the Echuca Lawn Tennis Club and the Campaspe Shire Council.

Access for river craft (especially paddle-steamers The height of the new bridge would be designed to allow the tallest and Southern 80 Ski Race) during construction and existing paddle-steamer to navigate the river crossing at the high operation of the new crossing permissible water level. Provision would be made for the Southern 80 Ski Race to be conducted during the bridge construction period. Bridge piers would be located clear of the main Murray River channel. Access to the boat ramp for boating enthusiasts would be provided during construction where practical.

Proximity of the preferred alignment to residential Noise studies have been undertaken; noise mitigation measures such as areas and potential noise impacts noise walls or low noise road surfacing treatments would be adopted where required to ensure that traffic noise was within VicRoads’ Noise Policy guidelines.

Provision for slow moving funeral processions An additional turning lane (i.e. third lane for the initial carriageway) accessing the Echuca Cemetery would be included in the design for Warren Street to cater for funeral processions.

Provision for vehicle and pedestrian access for Intersection treatments would be formalised with Homan and Redman Warren Street residents streets to provide safe access for local residents and visitors to the Echuca Cemetery. Connections would be made to a shared pathway to enhance pedestrian and cycle activities.

Access to Victoria Park for recreational activities The spans of the Murray River bridge would be arranged to allow for adequate vehicle and pedestrian access under the bridge to Victoria Park facilities.

The effects of a new road built on flooding regime of Detailed analysis of the impacts of a new road on the floodplain has the Murray and Campaspe rivers floodplain been carried out. The new road would provide a second flood free access between the towns with structures to mitigate the effects of 1:100 year Average Recurrence Interval (ARI) flood event.

Ongoing concern about the lack of a second Murray The Mid-West Option would provide an alternate route across the River crossing to provide for increased safety and Murray River. It would allow for improved freight movements, reduce improved amenity in the town centres traffic congestion and provide improved amenity with Echuca, Moama and the historic Port of Echuca through significant traffic reductions.

Commonwealth approval requirements impacted species included the South-eastern Long- eared Bat, Macquarie Perch, Murray Cod and Murray VicRoads is responsible for obtaining the relevant Hardyhead. On 11 July 2013, the Department of the Commonwealth statutory approval for the Project. Environment determined the Project was a The Australian Government has responsibilities ‘controlled action’ under the controlling provisions under the Environment Protection and Biodiversity s18 and s18A (threatened species and ecological Conservation Act for the protection of defined communities). Matters of National Environmental Significance (MNES). These matters include World Heritage On 22 December 2014 a variation to the referral properties and National Heritage places, Ramsar under the Environment Protection and Biodiversity wetlands of international importance, nationally Conservation Act was accepted by the Department listed threatened species and ecological communities of the Environment. The variation sought to include and listed migratory species, among others. the Mid-West Option (which was not part of the April 2013 referral) as part of the assessment and to On 23 April 2013, a referral for the Mid-West 2A and exclude the proposed roundabout at the Murray Mid-West 2B options under the Environment Valley Highway as it was remote to the habitat of Protection and Biodiversity Conservation Act was the South-eastern Long-eared Bat and would allow made to the then Australian Government for pre-construction activities to occur. Department of Sustainability, Environment, Water, Population and Communities (now known as the The EES process applies only to the Victorian Department of the Environment) with respect to component of the Project so it is not able to be listed species under the Act, which potentially may accredited under a bilateral agreement with the be impacted by the proposed works. The potentially Commonwealth. The Commonwealth determined the

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assessment approach under the Environment In addition to the EES, a draft Planning Scheme Protection and Biodiversity Conservation Act would Amendment has also been prepared, which is be via Preliminary Documentation. The Preliminary associated with land acquisition and planning permit Documentation prepared for the Project is required exemptions within Victoria. to outline the construction and operational impacts The EES and draft Planning Scheme Amendment are on the South-eastern Long-eared Bat across the being exhibited concurrently for a period of 30 entire Project area, including: business days.  The nature and extent of the likely short-term Under section 49 of the Aboriginal Heritage Act, a and long-term relevant impacts CHMP must be approved prior to commencing works  Whether any relevant impacts are likely to be for any project for which an EES has been required. unknown, unpredictable or irreversible Under the Act, Registered Aboriginal Parties (RAPs)  Analysis of the significance of the relevant are appointed by the Aboriginal Heritage Council and impacts are the cultural heritage decision-makers for designated areas of Victoria. The RAP for the Project  Any technical data and other information used or is the Yorta Yorta Nation Aboriginal Corporation. needed to make a detailed assessment of the relevant impacts. The Environment Effects Advisory Note: Aboriginal cultural heritage and the environment effects Consistent with the requirements of the Environment process (DPCD, 2007) suggests the CHMP for the Protection and Biodiversity Conservation Act, the Project be prepared in conjunction with the EES and Preliminary Documentation will be placed on public considered for approval after the Minister for exhibition (concurrently with the EES and REF), Planning makes the assessment of the EES. This updated following receipt of comments and then pathway is recommended for projects with a higher placed on public exhibition a second time. degree of uncertainty or complexity, or where a The Commonwealth Environment Minister will range of project options is being considered and it is consider the final Preliminary Documentation, and not prudent to pre-empt project design or location would only approve the Project if impacts to listed decisions. This enables the details of a CHMP to be threatened species were acceptable. resolved as part of the development and assessment of an EES, in the broader context of other Victorian approvals environmental, social and economic issues. The Environment Effects Act provides for A CHMP is being prepared for the Project in assessment of projects capable of having a conjunction with the EES and will be submitted to significant effect on the environment. The Act does the RAP for evaluation and approval. this by enabling the Minister for Planning (the The Project is also subject to approvals which would Minister) to decide an EES should be prepared for a be considered following the Minister for Planning’s Project. assessment of the EES. These approvals include (but The Ministerial Guidelines for assessment of are not limited to): environmental effects under the Environment Effects  A permit to remove protected flora and fauna Act specify criteria under which a project must be from public land under the provisions of the Flora referred to the Minister. and Fauna Guarantee Act An EES referral for the Project was submitted on 1  A licence to construct works on a waterway or to February 2013. As described above, a decision was construct a bore under the provisions of the made by the Minister on 14 June 2013 requiring Water Act 1989 (Vic.) VicRoads to prepare an EES to document the assessment of the Mid-West 2 corridor options 2A  A licence to take or use water from a waterway and 2B, as well as an alternative alignment available or groundwater under the Water Act in the previously identified Mid-West corridor.  Consent for works on Crown Land under the VicRoads is responsible for preparing the EES, with Crown Land (Reserves) Act 1978 (Vic.) the Department of Environment, Land, Water and  Permits to remove trees containing habitat or Planning (DELWP) providing guidance on process. any other fauna habitat areas or fauna salvage The Planning and Environment Act establishes the and translocation under the Wildlife Act 1975 framework for planning, use and development of (Vic.). land within Victoria. The Act also provides for the establishment of planning schemes, which outline the objectives, policies and provisions relating to the use, development, protection and conservation of land within a local government area. Within Victoria, the Project is situated within the Shire of Campaspe and the Campaspe Planning Scheme applies to the Project.

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NSW approvals Warren Street in Echuca, where a large diameter, three-leg roundabout would be constructed. Roads and Maritime Services is responsible for relevant assessment and approval procedures for From the Murray Valley Highway roundabout, the the NSW component of the Project. Roads and preferred alignment extends north-east along Maritime Services is the proponent and determining Warren Street (Cohuna-Echuca Road), for a distance authority under part 5 of the NSW Environment and of approximately 1.5km where a roundabout would Planning and Assessment Act 1979, and is be constructed. The design includes duplicate responsible for coordination of the preparation and carriageways on all approaches to the roundabout public notification of the equivalent NSW document, with twin lanes in each carriageway. Additional road the REF. works to upgrade Warren Street to above the 100 ARI would be undertaken between the new The purpose of the REF is to describe the proposal, roundabout south-west of Campaspe Esplanade and document the likely impacts on the environment and the existing bridge over the Campaspe River outline recommended protective measures to be (approximately 300m to the north of the Warren implemented during construction. Street roundabout). Although the Project includes works in Victoria and From the new roundabout south-west of Campaspe NSW, the study area for the REF is confined to the Esplanade, the preferred alignment diverts to the section of the alignment in NSW. north-west, over Campaspe Esplanade and the The description of the proposed works and Campaspe River. North of the Campaspe River, the associated environmental impacts has been preferred alignment bridges over the western end of undertaken in the context of clause 228 of the NSW Crofton Street and turns in a north-easterly Environmental Planning and Assessment Regulation direction, crossing the former Echuca Secondary 2000, the Threatened Species Conservation Act College site and the western end of the Echuca Lawn 1995 (NSW) and the Fisheries Management Act Tennis Club courts. The preferred alignment then 1994 (NSW). In doing so, the REF helps fulfil the traverses Victoria Park to the northern side of requirements of section 111 of the Environment and Echuca Holiday Park and crosses the Murray River, Planning and Assessment Act, which VicRoads and immediately north of the existing boat ramp. Roads and Maritime Services are examining and The alignment includes an approximately 650m long taking into account to the fullest extent possible, bridge extending over the Murray River (including a including all matters affecting or likely to affect the clear span over the river of approximately 90m), environment by reason of the activity. elevated carriageways over the floodplain within The REF will be exhibited for a period of 30 business NSW and connects with the Cobb Highway at days for public review and comment, concurrent Meninya Street. The Project would also include with the EES, draft Planning Scheme Amendment intersection upgrades on the Cobb Highway at its and Preliminary Documentation. intersection with Meninya Street and Perricoota Road (Moama-Barham Road) including reconnection of Following public review of the REF, a Submissions Francis Street to the Cobb Highway for vehicles. Report will be prepared, which will also take into consideration the Victorian Minister’s assessment of The design provides for construction of a shared off- the Project. This report will then be made available road pedestrian/bicycle pathway along the entire to the public and Roads and Maritime Services will length of the alignment and includes connections to determine planning approval and whether to proceed the existing paths within Victoria Park. with the proposal. The design also provides for the upgrade of existing connections to the two-way service road between Project description Homan Street and Redman Street to provide safer access to, and egress from Warren Street. Note: the term ‘the Project’ is used here to refer to the preferred Mid-West alignment, following the As part of the Project, there would be some outcomes of VicRoads’ options assessment process alterations to the existing road network and access as described above. provisions. The existing intersection of Murray Valley Highway and Warren Street would be upgraded to a Project overview large diameter roundabout to facilitate freight movement. The existing Y-intersection of Murray The Project would be built in stages to meet traffic Valley Highway and Mount Terrick Road north of demands, including the initial alignment and Warren Street would also be upgraded as part of providing for an ultimate duplication, should it ever these works to form a T-intersection with the Murray be required. The initial alignment includes a single Valley Highway. carriageway with one lane in each direction. The ultimate duplication provides a second carriageway, There would be minor road widening along Warren resulting in two lanes in each direction. Street to improve the cross section and provide sealed shoulders. The preferred alignment is approximately 4.3km in length, with a 33m wide carriageway. It commences The at-grade intersections of Warren Street with at the intersection of the Murray Valley Highway and Homan Street and Redman Street would be

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maintained and improved to provide safer access to, Francis Street would be reconnected to the Cobb and egress from Warren Street. Highway at Perricoota Road, and would be a minor leg of the signalised intersection (no left turn slip A new 400m long right-turn lane would be provided lanes would be provided on Francis Street or the along Warren Street to the north-east of Homan Cobb Highway north approach as this would not be Street for funeral traffic travelling from Echuca and warranted by the local road traffic volumes). turning right into Homan Street to access the Echuca Cemetery. The extended right turn lane would improve safety by separating turning and through- Project timing and duration traffic on Warren Street. The construction of the initial alignment would be Properties fronting the north-west side of Warren subject to the provision of funding and is expected Street would be accessed by two-way service roads to take up to three years to complete. Timing for the that would be connected to Homan and Redman ultimate duplication is subject to future traffic streets. The appropriate standard of the service road demand and regional urban growth. would be determined in consultation with Campaspe Once planning and environmental approvals are Shire Council and local residents. The existing obtained, the two main activity sequences which service road would either be retained in its existing follow are pre-construction and construction. After condition (informal and unsealed) or upgraded to a funding becomes available, the land acquisition and sealed service road with or without kerb and pre-construction activities would commence. channel. Residents north-east of Redman Street would no longer have direct vehicular access onto The pre-construction phase would include detailed Warren Street. site investigations, land acquisition and detailed design, and take around six to nine months to A new three-leg roundabout would be provided on complete. The acquisition of land for the Warren Street, approximately 125m south-west of construction of the Project would include land Campaspe Esplanade. There would be provision in required for the ultimate duplication. Depending on the road reserve to upgrade this roundabout to a the method of project delivery (e.g. a construct larger diameter to meet future freight movement only, or a design and construct contract), detailed requirements. design may be undertaken concurrently with land Campaspe Esplanade would be changed to a left-in acquisition. Tendering the contract for construction left-out staggered T-intersection with Warren Street. would take around six months until award.

On the new road section from Warren Street to Cobb Construction area Highway, Campaspe Esplanade would be truncated to the north-west side of Warren Street. Bicycle and A construction area has been defined for the Project, pedestrian access along Campaspe Esplanade would which is the potential area of direct impact for the be maintained under the proposed Campaspe River ultimate duplication. Bridge. West of the new road alignment, Campaspe The width of the construction area varies, reflecting Esplanade would be accessible by vehicles from the requirement for road formation, intersection Redman Street and Homan Street. treatments, bridge footings, spill basins and shared A new bridge would be constructed over the pathways. Campaspe River and Crofton Street/Scenic Drive. The construction area extends a minimum 5m-10m Access from Crofton Street to Scenic Drive would be either side of the edge of the road formation and maintained under the bridge and would have bridges (except where constraints are identified) and sufficient clearance for emergency vehicles. A new is wholly within the proposed Right-of-Way. bridge would also be constructed over the Murray River. The construction area would include the removal of vegetation as required. Significant vegetation and Boundary Road in NSW would be truncated. Access areas of cultural sensitivity would be fenced and to the supermarket delivery bay in Boundary Road protected during the construction of the Project. would be maintained from Perricoota Road. A turning bowl would be provided on the Boundary The construction area includes the pavement and Road truncation to enable supermarket delivery construction buffer areas (i.e. provision for drainage vehicles to undertake a U-turn. Bicycle and and relocation of services). The construction area pedestrian access would be maintained from forms the basis for assessing Project impacts in the Meninya Street to Boundary Road. specialist studies provided in the EES Technical Appendices. Meninya Street would be realigned to form a T- intersection with the Cobb Highway, and traffic The extent of the actual construction buffers would signals would be installed. be refined through the detailed design. Traffic signals would also be installed at the intersection of Cobb Highway and Perricoota Road, and approaches upgraded with right turn lanes and left turn slip lanes.

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Intersections and access average once every 20 years). The height of the section of Warren Street between the Murray Valley The preferred alignment would provide for safe Highway and the proposed roundabout north-east of intersection and property access in accordance with Payne Street on Warren Street would remain at or Austroads guidelines. near the existing road level. Works within this Intersections and turning movements have been location would also include upgrade of the existing designed to cater for vehicles legally able to use the flood relief structures under the carriageway on new roadway for both the initial alignment and the Warren Street, providing adequate clearance for ultimate duplication (i.e. the Project). The movement of flood waters. intersections have been designed to accommodate turning movements associated with B-Double Bicycle and pedestrian access vehicles (26m in length) and have been reviewed for Cyclists would be able to travel the length of the an A-Double and a B-Triple (Type 1 road trains) to new road on an off-road shared pathway, which turn and access the road without interrupting traffic would connect into the existing network at Victoria flow. Park. For both the initial alignment and ultimate duplication an off-road shared pathway has been Bridges and waterway crossings included within the overall Project footprint. The The Project would include new bridge crossings of proposed shared pathway would provide access or the Murray River and Campaspe River. Flood relief connection to the existing tracks within Victoria Park structures including bridging and/or culverts would and the surrounding pedestrian network. Shade and be provided over low lying flood prone land, shelter requirements would be considered in the providing adequate clearance for movement of flood design of the shared pathway. waters. The piers of the Campaspe River and Murray Commuter cyclists would be permitted to ride on the River bridges would be constructed outside the river sealed road shoulders. channel (summer flow/low water mark extent). Cyclist/pedestrian crossings would be provided: Typical cross sections of the proposed bridges are shown in Figure 6-2 of Chapter 6. The bridge lengths  Where traffic signals are to be installed at the proposed as part of the preferred alignment are intersections with Meninya Street and Perricoota provided in Table 2. Road, Moama Table 2 Approximate bridge lengths and  Across the Murray Valley Highway on the south locations side of the proposed roundabout  Approximate length Under the Campaspe River bridge at Campaspe Location (m)* Esplanade and Crofton Street  Under the flood relief bridge in Victoria Park Campaspe River bridge 300  Under the Murray River bridge. Victorian floodplain bridge 65

Murray River bridge 650 Lighting and traffic signals

NSW floodplain bridge 45 Street lighting would be provided in accordance with Chapter 6 of VicRoads Traffic Engineering Manual *Final bridge lengths subject to detailed design and flood Volume 1 – Traffic Management, which states a modelling requirements. specified level of lighting at intersections. Street Bridge structures would be designed to be simple lighting would be provided as follows: and elegant structures that make a positive visual  Overhead street lighting would be installed on contribution to the environment. the Murray Valley Highway and Warren Street The location and lengths of the proposed flood relief carriageways, and on intersection approaches as structures are depicted in Figure 16-5 of Chapter 16. required. No pedestrian lighting is proposed for The long bridge lengths would continue to enable the shared pathway adjacent to Warren Street easy access under the structures for recreational use  Street lighting from Warren Street to the Cobb of Victoria Park and provide clearance for the Highway is proposed at intersection approaches movement of wildlife. The bridge over the Campaspe only. Shared pathways on the Campaspe and River would allow vehicle and pedestrian access Murray River bridges would be lit by low level from Crofton Street to Scenic Drive. The bridge over strip lighting/LED lights, to minimise light spill. the Murray River would enable continued use of Provision for street lighting would be included to Scenic Drive and relatively unimpeded use of the enable installation if it is required in the future existing car park near the boat ramp.  Overhead street lighting would be installed on Warren Street is situated within an existing floodway the Cobb Highway and intersection approaches and the existing level of the road is overtopped in a as required. 20 year Average Recurrence Interval event (i.e. a rainfall event that would be expected to recur on

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The traffic signals proposed for the Project are Construction activities would be guided by the located in NSW at the following locations: contractor(s) Environmental Management System (EMS) and associated Construction Environmental  The intersections of Cobb Highway and Meninya Management Plan (CEMP) which would incorporate Street all EES commitments and measures identified in the  The intersection of Cobb Highway and Perricoota conditions of subsequent statutory approvals for the Road. Project. Access to community infrastructure such as the boat Speed limits ramp and car park would be maintained where The alignment has a design speed of 90km per hour possible during construction, with interruptions to (km/h) and would have a posted (signed) speed access kept to a minimum where possible. Access limit of 80km/hr on both road and bridge structures. arrangements would be established in consultation with Campaspe Shire Council and relevant Landscaping stakeholders. The number, extent and duration of closures affecting river traffic during construction of Some vegetation within Victoria Park and along the the Murray River bridge structure would be banks of the Campaspe and Murray rivers would minimised as much as possible and in consultation need to be removed as part of the Project. The with river-based businesses. Outside of river design and species selection for remedial and closures, sufficient and safe access for all river users augmented landscaping would be in keeping with would be maintained during the works. the existing landscape character. Construction scheduling of the Project would be established at the time of contract preparation and Construction staging and working hours engagement of a construction contractor. There is potential to construct the Project in a Construction contracts prepared by VicRoads would number of stages (either concurrently or at different stipulate that scheduling of works would take into times) or as a single contract. account seasonal uses and demands within the vicinity of the Project. Major events/busy holiday The roundabout at the intersection of the Murray periods in Echuca-Moama and the wider region Valley Highway and Warren Street could potentially would be taken into consideration in construction be constructed ahead of the overall Project, subject scheduling to ensure impacts were minimised as to the allocation of funding. much as possible. Following this, other construction stages would During construction, VicRoads would commit to a include: suspension of construction works of up to two weeks  The upgrade of Warren Street between the in the vicinity of the Southern 80 Ski Race venue. Murray Valley Highway and the existing This would ensure that construction work did not Campaspe River bridge, including the new prevent the setup, staging and decommissioning of roundabout on Warren Street to the south-west the Southern 80 Ski Race. Details of the suspension of Campaspe Esplanade. would be determined in consultation with relevant stakeholders.  Construction of a new section of road between Warren Street, Echuca and Meninya Street, The construction contractor, VicRoads and Roads Moama including the Campaspe and Murray and Maritime Services would work with Campaspe River bridges and shared pathway. Shire Council and Murray Shire Council as well as relevant event organisers to manage impacts of  Installation of new traffic signals at the construction events. Perricoota Road/Cobb Highway and Meninya Street/Cobb Highway intersections in Moama. Working hours during significant and sensitive Works would also include the re-opening of events in the region would be established in vehicular access between Francis Street and the consultation with both councils and other relevant Cobb Highway. stakeholders at the time of contract preparation.

Construction work for the Project would be Construction traffic undertaken during the standard hours for construction work as set out in VicRoads There would be movements of heavy vehicles specifications, which are Monday to Saturday resulting from the construction works, primarily between 7am or sunrise (whichever is the later) associated with transport of construction machinery and 6pm or sunset (whichever is the earlier). and equipment to and from the site, and import and disposal of materials (i.e. fill or pavements, ). Construction outside of the standard hours may occur at certain times to safely or more efficiently In accordance with VicRoads policy, construction undertake certain tasks and would be subject to vehicles and machinery would be restricted to the approval by VicRoads and notification to affected highways and arterial roads wherever possible. members of the community. The use of the local road network by construction vehicles would be confined to routes as agreed in

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consultation with the Campaspe Shire Council and Risk assessment Murray Shire Council. A detailed environmental risk assessment of the An accurate estimate of construction traffic preferred alignment was completed to characterise generation cannot be made until a program and risks and identify appropriate responses. Standard staging of construction has been developed. environmental protection measures, which are However, the construction of similar projects required of all VicRoads construction projects, were typically generates the greatest traffic volumes assumed as a starting point. Additional Project- during the earthworks, bridging and pavement specific environmental management measures were construction phases, and generally less traffic also identified to reduce risk in some cases. volumes at other times. These phases could be expected to generate in the order of 100 to 150 All management measures identified as part of the truck trips per day across the workday. Less than risk assessment have been included in the 100 light vehicle trips would be expected to be Environmental Management Framework, presented generated by worksite contractors accessing the in the EES in Chapter 20. This EMF would inform site, typically expected to occur during early development of a Project CEMP. morning and late-afternoon periods. The final residual risk rating reflects the likelihood Based on the above, at its peak, the construction of and consequence of the risk following the the Project would typically be expected to generate implementation of both VicRoads and Roads and in the order of 250 vehicle trips per day, including Maritime standard environmental protection 150 heavy vehicles. measures, and the final Project-specific environmental management measures. It is conservatively assumed that 30 per cent of light vehicle construction traffic would occur during the peak hours, associated with worksite employees Impact assessment arriving and departing the site. Similarly, it is The impact of the risks was assessed, giving conservatively assumed that 15 per cent of heavy consideration to: vehicle traffic would occur in the peak hours, associated with an even distribution of truck  Positive and negative changes or impacts movements across the workday. It is therefore  Direct and indirect impacts estimated that construction activities may generate up to 52 vehicle trips in peak hours, including 22  Spatial and temporal changes heavy vehicles.  The ability of the environmental resource or system to recover Operation and maintenance  The ability to reduce or mitigate the impact. Key operational activities would be the ongoing road maintenance, consistent with current practices and The impact assessments for social, regional standards. Assets to be maintained by relevant road economy, planning and land use, and landscape and authorities would include landscaping, spill basins visual impacts were not based on an environmental and stormwater drains, bridges, road pavement, risk framework. This was because assessment for signage, barriers and line marking. these specialist disciplines focuses on predicted change rather than the risk of harm to the VicRoads' ‘Roadside Management Strategy 2011, environment, and the interpretation of impacts is Roadside Management – A Balanced Approach’ is a based on the assessor’s professional expertise, the strategy which aims to provide clear and consistent outcomes of community engagement, individual objectives to manage roadside areas. perceptions and related circumstances and is The strategy provides a framework for the balanced therefore more difficult to measure. consideration of the four key objectives of roadside The impact assessment approach for these management: disciplines involved predicting the likely temporary  Enhance transport safety, efficiency and access and permanent impact of the Project on existing conditions. The level of impact was assessed against  Protect environmental and cultural heritage the likely outcome should the Project not proceed, values known as the ‘no project’ scenario. The results of the  Manage fire risk other specialist risk and impact investigations undertaken for the Project were also considered for  Preserve and enhance roadside amenity. these assessments. It uses an asset management approach to balance the key objectives of roadside management and identify the most appropriate treatments to preserve roadside functions. Fire management is undertaken through a cooperative approach between government agencies to ensure that it is strategic, effective and targeted.

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Traffic and transport It was based on a number of assessments undertaken prior to the EES process, as well as the The Traffic and Transport Impact Assessment assessments completed as part of the EES process. examined the extent to which the Project would be expected to address improvements to accessibility A large proportion of the study area supports native and connectivity, access for high productivity and vegetation. This includes a contiguous area of oversized vehicles, and to provide road woodland vegetation between the Campaspe and infrastructure that supports local, regional, state and Murray rivers. national economies, as outlined in the Project There would be 13.655ha of remnant native Objectives (refer to Chapter 2). vegetation removed for construction of the Project. It is expected the Project would provide benefits to The removal of native vegetation would be offset, as road users including: required under the Biodiversity Assessment Guidelines. It is expected that locating suitable  A 40% reduction in traffic volumes on the offsets would be achievable given the extent of existing bridge by 2044 similar native vegetation in the region.  42% of through traffic would be removed from There are no nationally significant flora species or the area of High Street near the historic port communities affected by the Project. The flora area by 2044 species likely to be affected are listed under the  Truck volumes would also expected to decrease Department of Environment, Land, Water and by a similar proportion in and around the town Planning (DELWP) Advisory List and the impact is centres expected to be minor.  Improved river crossing access for heavy and There were seven Environment Protection and oversize vehicles, currently restricted from using Biodiversity Conservation Act 1999 (Cwlth.) (EPBC the existing bridge Act) listed fauna species considered likely to occur in the study area, and one of these was identified in  Provision of a higher mass limit compliant site assessments. There were 16 Flora and Fauna crossing. Guarantee Act 1988 (Vic.) (FFG Act) listed fauna  No adverse impacts have been identified for species considered likely to occur, with three public transport, walking or cycling identified in site assessments.  Improved river crossing access for heavy and The species identified in the site assessments oversized vehicles that would otherwise be included: restricted from using the existing bridge.  Rainbow Bee-eater (EPBC listed) The majority of adverse impacts would be expected  Masked Owl (FFG listed) to occur during the construction stage of the Project. It is expected that there would be short-term  Squirrel Glider (FFG listed) congestion impacts on the existing road network,  Yellow-bellied Sheathtail Bat (FFG listed). including an increase in truck movements, potential road safety issues due to increased interaction of Of these four listed fauna species recorded in the construction related vehicles with local traffic in the study area, all are dependent on hollow bearing construction zone. trees except for the Rainbow Bee-eater. No adverse impacts have been identified for existing The key impacts arising from the Project are to public transport, walking or cycling connections, and threatened fauna species through removal of a new pedestrian/cyclist shared pathway would be habitat, and particularly hollow bearing trees. constructed along Warren Street. Two hundred and twenty one large old trees (LOTs) It is expected the existing standard environmental recorded in the Victorian component of the study protection measures of VicRoads and Roads and area are proposed to be removed, however a large Maritime Services would be sufficient to control risks number of LOTs would still remain within the study when enhanced by further Project-specific area. As the extent of hollow bearing trees removed environmental management measures. These would be a comparatively small proportion of the additional measures would include communication treed habitat on the Murray and Campaspe River and traffic management plans. floodplains near Echuca-Moama, the overall impact on habitat is expected to be minor. Biodiversity and habitat The assessment found that all impacts on local flora The Biodiversity and Habitat Impact Assessment and fauna could be managed and were expected to (Brett Lane & Associates, 2015) examined the be minor. A key management measure would be to existing terrestrial ecology of the study area and the limit the removal of hollow bearing trees, where potential impacts that the Project could have on possible. Where this was not possible, species terrestrial flora and fauna. salvage and translocation management measures would be used to reduce the potential impact on species dependent on hollow bearing trees.

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The South-eastern Long-eared Bat (EPBC listed) was The four ‘possible’ species included: initially considered to be present within the study  Trout Cod (EPBC endangered, FFG listed, on area, based on the analysis of calls recorded during DELWP advisory list, FM endangered) targeted bat surveys and initial findings that there was suitable habitat present. However, a subsequent  Freshwater (Eel-tailed) Catfish (FFG listed, on peer review of these findings found that the habitat DELWP advisory list, FM endangered community) was not suitable and the recorded calls could not be  Flat-headed Galaxias (FFG listed, on DELWP attributed to the South-eastern Long-eared Bat. As advisory list, FM critically endangered) such, this species is considered not likely to occur within the study area and the Project would not  Murray River Turtle (on DELWP advisory list). impact upon this species. VicRoads is preparing The assessment found that construction of the Preliminary Documentation as required under the EPBC Act based on these revised findings that the Project would have associated risks that could cause minor adverse impacts on aquatic flora and fauna, South-eastern Long-eared Bat is not present within including: the study area.  The Biodiversity and Habitat Impact Assessment also Potential to encounter the Lower Murray Endangered Ecological Community considered the potential impact on wildlife corridors. The landscape of the study area and surrounds has  Potential to encounter EPBC, Victorian and NSW changed significantly following European settlement threatened species and their habitat and the introduction of various agricultural practices.  Increased erosion The Project would not contribute significantly at a  Increased noise and vibration regional scale to the fragmentation of existing wildlife corridors as this habitat is already  Destruction of riparian vegetation fragmented due to historical and existing land uses.  Infestation of aquatic weeds and introduction of However, the Project would lead to fragmentation at pathogens a local scale specifically affecting Victoria Park. It is likely that many of the remaining fauna species in  Impeding the passage of aquatic fauna the existing habitat have already adapted to a  Impacts on floodplain habitat and ecological degree of habitat fragmentation. function. With the implementation of VicRoads standard environmental protection measures, and the Many of these minor impacts of the Project are considered unlikely to occur and therefore have a additional measure of creating a management plan low residual risk rating. This is predominantly as a to mitigate the potential impacts on Victoria Park and its habitat, the impact to wildlife corridors is result of avoiding the erection of structures within waterways. It is considered that these minor impacts expected to be minor. would be adequately managed using VicRoads and Aquatic flora and fauna Roads and Maritime Services standard environmental protection measures. The Aquatic Flora and Fauna Impact Assessment examined the existing aquatic ecology of the study Aboriginal cultural heritage area and the potential impacts that the Project could have on aquatic flora and fauna. A desktop assessment undertaken as part of the Aboriginal Cultural Heritage Impact Assessment No national or State threatened species were sighted indicated the Echuca region has been occupied by during the field surveys of the study area, although people for at least 30,000 years. There are 87 desktop assessments listed 16 threatened flora and registered Aboriginal cultural heritage places located fauna species that could occur in the study area. within the geographic region, including six scarred These were identified from the Environment trees identified within and one just outside of the Protection and Biodiversity Conservation Act, Flora proposed Right-of-Way. Assessment of these trees and Fauna Guarantee Act and the DELWP Advisory using the Australian International Council on List. Using a ‘likelihood of occurrence’ assessment, Monuments and Sites’ (ICOMOS) Burra Charter these 16 species were limited to eight species Criteria determined they are of considerable judged as ‘likely’ or ‘possible’ to occur in the study aesthetic, historical, scientific and social value both area. The four ‘likely’ species included: to the contemporary Yorta Yorta people, other  Murray Cod (EPBC vulnerable, FFG listed, on the Aboriginal communities and the wider Australian DELWP advisory list) community.  Silver Perch (EPBC critically endangered, FFG Construction works for the initial alignment would listed, on DELWP advisory list, Fisheries have the potential to directly impact on one dead Management Act (FM) vulnerable) scarred tree and three live scarred trees within the proposed Right-of-Way, as well as one live tree  Golden Perch (on DELWP advisory list) located just outside of the proposed Right-of-Way.  Murray Spiny Crayfish (FFG listed, on DELWP The dead tree would be relocated prior to advisory list, FM vulnerable). construction however it is still considered that the

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Project could result in a moderate impact on this access for emergency vehicles whilst minimising tree. The four live scarred trees would be retained in disturbance to the natural surface. their current locations, with the Project design It is acknowledged that impact to previously minimising any disruption to the water supply of unidentified Aboriginal cultural heritage places these trees. It is therefore considered that the encountered during construction could have a impact of the Project on these four live scarred trees moderate impact; however the proposed would be minor. management measures would ensure that the Similarly, a live scarred tree is located adjacent to likelihood of impact would be rare. the proposed Murray River bridge structure. Similarly, it is acknowledged that impact to Although this tree would be retained as part of the unregistered Aboriginal ancestral remains Project, it would require lopping prior to construction encountered during construction could be a of the ultimate duplication. Provided this was significant impact; however the proposed undertaken by a qualified arborist, it is expected the management measures preventing ground impact of the Project on this tree would also be disturbance would ensure that this is unlikely. minor. If unregistered Aboriginal ancestral remains or A second dead scarred tree on the southern side of previously unidentified Aboriginal cultural heritage Warren Street would be retained as part of the initial places are encountered during construction, the alignment. The base of this tree is largely rotted out contingency arrangements in the approved CHMP and VicRoads would monitor its condition and will provide best practice outcomes in collaboration discuss options for treatment with the Yorta Yorta with the YYNAC. Nation Aboriginal Corporation (YYNAC) if it was identified that the tree was at risk of collapse. To avoid further impacts, the tree would be relocated Historic heritage prior to construction of the ultimate duplication. The Historic Heritage Impact Assessment found Provided this was undertaken by a qualified arborist, there are no previously registered heritage sites, it is expected the impact of the Project on this tree heritage places or historic archaeological sites within would be minor. the construction area of the proposed Right-of-Way. Sub-surface investigations identified two deposits of However, there are number of registered or stone artefacts just north of the Campaspe River, potential heritage places within or adjacent to the within the proposed Right-of-Way and near to where study area. the proposed bridge piers would be constructed. One Key heritage places within or adjacent to the study of these deposits, consisting of three stone artefacts, area include: would most likely be disturbed during construction, but this is not considered to be significant given it is  Echuca Wharf within highly disturbed soil. In order to minimise the  Echuca – Historic Area potential for any impacts to the other buried deposit of stone artefacts, bridge piers would be installed  Echuca Cemetery and its cast iron gates south of Scenic Drive as well as at the bridge  Old Echuca Township Precinct abutment at the northern end of the bridge.  A stand of Murray Pines near Reflection Bend on The sand hill near the former Echuca Secondary the Murray River College site, the banks of the Murray and Campaspe rivers and permanent spill and temporary  Echuca North Residential Precinct sedimentation basin excavation areas have all been  A number of private dwellings including St identified as sensitive areas that may contain sub- Leonards Homestead surface Aboriginal cultural heritage places, including Aboriginal ancestral remains. Construction works at  Campaspe River Former Weir. these locations would be undertaken in accordance with an approved CHMP. Additional approval of Echuca Wharf, Echuca – Historic Area, Old Echuca protocols for the protection of ancestral remains and Township Precinct, Echuca North Residential Precinct other unidentified Aboriginal cultural heritage places and Campaspe River Former Weir are all outside the would also be sought from the YYNAC. proposed Right-of-Way and would not be impacted by the Project. No excavation would occur at the sand hill location other than minimal topsoil removal, and a rigid road Echuca Cemetery is a highly significant place within pavement would be used to minimise the potential the study area but is also outside the proposed for compression of the underlying sand deposits. Right-of-Way to the north of Warren Street. It is not Consultation would be undertaken with the YYNAC to formally listed on the Campaspe Heritage Overlay, determine the most appropriate arrangement for a although its cast iron gates are. The Echuca new emergency access on or near the high point of Cemetery would not be directly or indirectly the sand hill, and its use would be restricted to impacted by the Project. emergency services. Pavement material would be The preferred alignment crosses the site of the placed on top of the existing ground to enable former Echuca Secondary College. A stand of remaining palm trees at the former entrance to the

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college is within the proposed Right-of-Way; The greatest land use impacts resulting from however there is no evidence to suggest that these acquisition in Victoria would be to Victoria Park and palm trees are of heritage significance. VicRoads has the former Echuca Secondary College site, both of committed to relocating these palm trees. All other which are on Crown land. These impacts would be structures on the site have been demolished. due to changes to access and amenity and the loss of six tennis courts at the Echuca Lawn Tennis Club. Recently Campaspe Shire Council proposed an The existing draft Victoria Park Master Plan amendment to the Campaspe Planning Scheme anticipates the road in this location, and the land (Planning Scheme Amendment C101), which would use related impacts are therefore considered apply the Heritage Overlay to a number of identified minimal. heritage precincts and individual places across the municipality. Compensation for severance and land acquisition impacts would be provided where appropriate and As part of this amendment, it is proposed to extend consistent with the Land Acquisition and two Heritage Overlays: HO79 covering the stand of Compensation Act 1986 (Vic.). Murray Pines; and HO41 covering the St Leonards Homestead. These changes would result in an The Project as a whole would not result in any overlap between the Heritage Overlays and the significant inconsistency with planning policy, and proposed Right-of-Way. The proposed amendment would not result in broad changes to land use within was exhibited between 29 January and 2 April 2015. the surrounding area. VicRoads made a submission in relation to The impacts of the Project on planning and land use Amendment C101 which recommended that any would not vary substantially between the initial overlap be avoided. Amendment C101 was alignment and ultimate duplication. Following the considered by a Planning Panel in July 2015. The implementation of management measures, there are Planning Panel’s report had not been released at the not expected to be any significant detrimental time of writing this EES. planning or land use impacts as a result of the At the time of publication none of the sites identified Project. within or adjacent to the study area in Victoria are within the proposed Right-of-Way, and construction Social activities would be managed to avoid any impacts to identified historic heritage sites. VicRoads and Roads The Social Impact Assessment has assessed the and Maritime Services standard environmental social impacts of the Project on residents, visitors protection measures would also be used. and businesses, community groups, community facilities and places of special interest within the There is a low to moderate likelihood that previously study area. unrecorded historic heritage places or sites exist within the study area. Contingency measures would Social issues and impacts assessed included: be included in the Environmental Management Plan  The potential social benefits of the Project, to manage the unexpected discovery of previously including safety improvements and opportunities unregistered and assessed historical cultural for amenity improvements heritage sites and features.  The implications for local and regional residents Planning and land use and businesses in terms of access to properties and services Overall, the planning and land use impacts identified  would be generally localised and site specific. Land The net community benefit of the Project in use and planning related issues would be short-term terms of social sustainability. and construction-related, such as impacts to native Echuca is located within the Shire of Campaspe while vegetation, utility services and amenity impacts, Moama is part of the Murray Shire. Historically, which would be appropriately managed through the Echuca has always been the larger of the two towns. implementation of a CEMP. The population of Echuca is three times that of Land acquisition impacts on individual land holdings Moama but, in recent years, the population of would be limited by virtue of the preferred alignment Moama has been growing at twice the rate of utilising existing road reserves and acquisition Echuca. generally being located adjacent to existing The social and economic roles of the two towns are boundaries or fence lines. closely intertwined. Echuca-Moama is locally Overall, 67 allotments would be affected, with nine recognised as a single community and functions as private landowners and a number of Crown land an integrated regional centre. Both towns rely managers including the Shire of Campaspe impacted heavily on each other for services and facilities, with by the proposed acquisition. extensive collaboration and little need for duplication of services. The vast majority of employment, A total of 19ha would be acquired, including almost education, emergency and social services are 10ha of Crown land. The area of acquisition would provided in Echuca. be confirmed through surveying following finalisation of the detailed design.

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The Project would provide a number of positive There would be no material difference between the social benefits. The preferred alignment would ultimate duplication and the initial alignment in relieve traffic congestion on the existing bridge and terms of social impacts, since the land acquisition approaches and improve travel times for motorists. and severance associated with the Project would This would increase accessibility to local facilities occur when the proposed Right-of-Way was and services for residents of Echuca and Moama, established. Changes to local amenity, associated and enhance social cohesion. with the upgrade to the ultimate duplication, would be minor. The Project would also relieve traffic congestion within the town centres of Echuca and Moama thereby improving the safety and amenity of these Landscape and visual amenity centres. The landscape and visual effects of the Project on Stakeholders consulted as part of the Social Impact the study area were assessed against the following Assessment, including representatives of Campaspe set of landscape planning sub-objectives: Shire Council and Murray Shire Council, felt the  Protect the scenic amenity, cultural and natural attractiveness of Echuca and Moama were currently heritage and recreational values of the Murray negatively impacted by traffic. River The Project would significantly reduce the risks  Protect the visual amenity and key views of the associated with disrupted access across the river, river floodplains particularly in relation to traffic incidents on the existing bridge.  Protect the recreational amenity of Victoria Park Given the interdependence of Echuca and Moama,  Protect the scenic amenity, natural heritage and including the reliance of residents on essential recreational values of the Campaspe River services located only in Echuca and/or Moama, the  Enhance existing networks that provide cycling additional security provided by a second river and walking accessibility and connectivity. crossing is considered by the community to be essential. The Landscape and Visual Impact Assessment was informed by the existing conditions of the study The Project would improve pedestrian and cyclist area. Within Victoria, the study area was assessed connectivity to key destinations including Victoria as having six main landscape character types. Park. Landscape character types that contained a higher In addition, the new bridge could potentially become number of positive attributes across a larger area a structure of note within the region and contribute were assessed as being relatively more significant to the success of the proposed Bridge Arts Project in than those containing fewer attributes across NSW. smaller areas. The Murray River, river floodplains and Victoria Park’s active recreation areas were Overall, the social impacts of the Project are assessed as being the most significant landscape considered to be low, although there could be short- character types. term moderate impacts during construction. Overall, the introduction of a new twin bridge Potential impacts associated with construction of the structure across the Murray River would have a very Project on the Southern 80 Ski Race would be high impact on its scenic, recreational, cultural and mitigated by the Project’s design, VicRoads’ natural heritage values. standard environmental protection measures and other specific Project commitments. The highest impacts would be during construction, although given the close proximity of the bridge to However, the final operation of the Project would house boat moorings and its visibility to passing have a moderately negative impact on visitors to paddle-steamers, the impacts would continue Victoria Park and a minor negative impact on through the operational phase. members of the Echuca Lawn Tennis Club, who would experience varying degrees of change to However, if the bridge was designed to be a clear existing visual amenity and increased noise levels. span over the Murray River with an elegant structure that contributed to the landscape, these impacts Predicted changes to visual amenity and increased would be reduced to a high level. noise levels could also have a minor negative impact on a small number of permanent residents of Echuca Within Victoria Park, the introduction of road and Holiday Park and long-term annual permit holders bridge infrastructure was assessed as resulting in a who may choose to holiday in a different location. moderate to high impact on the visual amenity and key views of the river floodplains. However, the new road and bridge would provide motorists and shared pathway users with a new elevated view of the floodplains.

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Similarly, the Project would have a high impact on Construction of the bridge piers adjacent to the the recreational values of Victoria Park through the Murray River represent the greatest risk to removal of open space and vegetation, the catchment values, through potential adverse impacts severance of walking paths and access roads, and on water quality, damage or removal of riparian the introduction of highly visible road and bridge vegetation and destabilisation of the river bank. infrastructure. Lighting and noise would also be However, these impacts are considered to be minor associated with the construction and operation of following the implementation of VicRoads’ standard the road. environmental protection measures and Project- These impacts could only be partially mitigated by specific environmental management measures, reinstating shared pathways and access road including the incorporation of adequately-sized spill connections and planting vegetation between the basins. road and affected areas of Victoria Park. As the Project would be constructed mainly on fill, it In contrast, one the Project’s major benefits would is not expected that groundwater would be impacted be its contribution to the area’s bicycle and walking due to excavation. The impact on the quality of the networks through the provision of on-road bicycle groundwater due to the construction of the bridge lanes in both directions and an off-road shared piers is likely to be minor when appropriate pathway following the length of the preferred management measures are implemented. alignment. Overall, construction and operation of the Project is In summary, after 10 years of operation, the Project not considered to have significant impacts on the would meet the landscape planning sub-objectives function, values or beneficial uses of the Murray and moderately well. Campaspe rivers, or on groundwater. Flooding impacts would be minor and apply only to specific The application of VicRoads’ standard environmental locations, and the design of Warren Street would protection measures and additional Project-specific increase flood protection for sections of this road. management measures would not mitigate the Moreover, the Project would provide a second flood impacts of the Project entirely, but would reduce evacuation route up to the 100 year ARI event for these impacts to a moderate level. the townships of Echuca and Moama.

Catchment values Soils and geology The Hydrology Impact Assessment examined the The Soils and Geology Impact Assessment examined potential impacts of the Project on the surface the potential for the Project to encounter adverse water, groundwater, existing flood patterns and the geological conditions, affect soil stability, damage river morphology of Echuca-Moama. geomorphology, cause soil erosion and/or potentially expose contaminated materials. Existing flood conditions for the study area were determined based on a previous study (SKM, 1997) Even though there is currently limited information on that developed a flood frequency model extrapolated the soil properties and characteristics of the study from over 100 years of flood data. These existing area, and specific areas which may be more conditions were used to build a model to assess the susceptible to soil settlement cannot be accurately impact of the Project on hydraulic conditions in the identified, the potential to encounter or cause soil study area. erosion is considered a low risk. This is because the most erosion-prone areas within the proposed Assuming the implementation of VicRoads’ standard construction area are limited to the river crossing environmental protection measures and Project- points. VicRoads’ standard environmental protection specific management measures, the modelled measures would reduce any erosion caused by the impact of the Project on existing flood conditions is Project to ensure the environmental impact was expected to be minor. minor. The modelling indicates that the flood level across a Detailed geotechnical site investigations, range of flood events up to the 100 year ARI event supplemented by specific engineering design for the would only increase by 3 to 5cm at affected Project, would minimise the potential for soil locations near the proposed Warren Street settlement and erosion. roundabout. This is a very small increase relative to existing peak flood water levels at these locations. The geomorphology of the Echuca-Moama area, characterised by the extensive, flat floodplains and As part of the Project, existing culvert systems the deep river channels of the Murray and Campaspe under Warren Street would be moved and upgraded rivers, would be unaltered by the Project. The design to allow for greater efficiency in conveying flood of the proposed bridge, abutments and piers would waters across the floodplain, thereby minimising minimise impacts on the geomorphic stability. flood impacts. Water quality impacts to the Campaspe River associated with sedimentation and stormwater runoff during construction and operation are considered to be minor.

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There would be a need to import a large amount of To assess the operational impacts of the Project, fill for the Project, approximately 350,000m3. Fill VicRoads’ Air Quality Screening Tool (AQST) was materials would be sourced from VicRoads-approved used to determine the likely worst-case quarries and borrow pits. In this way, all soils would concentrations of traffic exhaust emissions, with comply with relevant requirements to prevent predicted traffic volumes obtained from the traffic importation of contaminated fill materials. modelling study used in the Traffic and Transport Impact Assessment. The potential to encounter or cause soil erosion is considered a low risk. This is because the most Even at the closest sensitive receptors to the erosion-prone areas within the proposed Right-Of- preferred alignment, concentrations of nitrogen Way are limited to the river crossing points. dioxide and particulate matter are predicted at less VicRoads standard environmental protection than 10 microns, which would be substantially less measures would reduce any erosion caused by the than State Environment Protection Policy (SEPP) (Air Project so that the environmental impact would be Quality Management) intervention levels. minor. Detailed geotechnical site investigations, It is therefore expected the Project would easily supplemented by specific engineering design for the meet the SEPP (AQM) levels and objectives for air Project, would minimise the potential for soil quality. settlement and erosion. The Project would also reduce some congestion on No historic land uses in the study area indicate the the existing bridge and road network, which would presence of existing land contamination. Phase 1 provide more efficient traffic movement and a environmental site assessments (ESAs); required by reduction in total vehicle emissions across the local the Environment Protection Authority Victoria (EPA) road network. under the State Environment Protection Policy (Prevention and Management of Contamination of The Noise Impact Assessment examined the extent Land) would be conducted to test the preferred to which the construction and operational phases of alignment for contamination. If any contamination the Project would impact on nearby sensitive was identified, Phase 2 ESAs would be undertaken to receptors. locate and classify the contamination. With the information obtained from these ESAs it would be The study area for the Noise Impact Assessment possible to alter the Project’s design and minimise encompassed an area within 300m of the centreline the ground disturbance at contaminated sites. of the preferred alignment. The geologically sensitive area of the sand hill would The potential noise and vibration impacts from be protected from any subsurface disturbance. construction of the Project were assessed by considering the potential for impacts based on the The identified soils and geology risks associated with construction activities and equipment likely to be the Project would be appropriately managed with a used. combination of VicRoads and Roads and Maritime Services standard environmental protection It was found there would be the potential for measures and Project-specific environmental construction activities to cause noise impacts at the management measures. nearest affected sensitive receptors, particularly during corridor clearing and site establishment when heavier machinery is likely to be used. Air and noise However, a combination of controls, including The Air Impact Assessment examined the extent to restrictions on working hours and implementation of which the construction and operational phases of the VicRoads’ standard environmental protection Project would impact on the air quality of the measures, would reduce noise during construction Echuca-Moama region. as far as practicable. It is considered the impacts of A qualitative assessment of the impact of the noise from construction of the Project would be Project’s construction on air quality was undertaken minor to moderate. by considering the potential impacts from dust and Equipment that is most likely to cause vibration emissions from construction vehicles and machinery. during the Project’s construction includes pile The assessment found the Project’s construction drivers, hydraulic rock breakers, jackhammers, would have the potential to impact local air quality, bulldozers, vibratory rollers and trucks. With the however these impacts would be temporary and implementation of VicRoads’ standard environmental would be mitigated using methods applied protection measures and Project-specific successfully by VicRoads as part of similar recent environmental management measures, it is road construction projects, in accordance with the considered the impacts of vibration from EPA Victoria’s Best Practice Environmental construction of the Project would be moderate. Management Guidelines for Major Construction Sites

(1996) (EPA Victoria Publication 480). These measures would include proactive air quality monitoring to ensure that any exceedances are identified and addressed.

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Modelling of future operational noise levels for the Additionally, the Project would provide the Project was undertaken for the following scenarios: opportunity for training and upskilling of the local workforce and for the expansion of local and  The ‘No Project’ scenario – predicted noise levels regional businesses to service the primary contractor in 2029 without the Project and temporary construction workers.  The Project – predicted noise levels in 2029 for Once operational, the Project would improve access the initial alignment, without mitigation and efficiency for heavy vehicles, which would measures benefit industry and agricultural operators.  The Project – predicted noise levels in 2029 for Improved efficiency of movement during peak the initial alignment, with management periods would benefit tourism-related businesses measures and improve access to and from major events such  The Project – estimated noise levels for the as the annual Club Marine Southern 80 Ski Race. ultimate duplication, following the The Project could also facilitate the opportunity to implementation of management measures. develop the Bridge Arts Project in NSW. The Noise Impact Assessment found that, without In addition, removal of heavy vehicles from the any mitigation measures, the maximum noise levels Echuca town centre would improve amenity and permitted to achieve compliance with VicRoads allow for planning and investment to create more Traffic Noise Reduction Policy (2005) would be connected, well-functioning and attractive shopping exceeded at residential properties in Crofton Street and dining areas. and Echuca Holiday Park. Potential construction impacts associated with the However, by applying mitigation measures such as preferred alignment could include: low noise asphalt road pavement and noise barriers,  Amenity impacts at Echuca Holiday Park the predicted operational noise levels would comply potentially reducing patronage and causing a with the VicRoads Traffic Noise Reduction Policy. loss of revenue In the context of this policy it is considered that the  Disruption to river-based businesses such as impacts of noise on amenity in residential areas paddle-steamer and houseboat businesses, during operation of the Project would not be causing loss of revenue significant. Whilst the VicRoads Traffic Noise Reduction Policy does not apply to recreational  Displacement of local residents and increased facilities or larger areas of passive use, noise rental prices if temporary construction workers mitigation measures for residential receptors would enter the rental market. in some instances also reduce noise impacts to some Potential operational impacts associated with the public open space and parkland areas. preferred alignment could include amenity impacts It is noted that, following implementation of at the Echuca Holiday Park due to its proximity to mitigation measures, apparent noise levels at some the preferred alignment, resulting in loss of residential receptors and at Victoria Park would still patronage and revenue. be around twice as loud and apparent noise levels at It is expected that construction and operational the Echuca Lawn Tennis Club would be much louder impacts of the ultimate duplication would be similar than the ‘No Project’ scenario. Chapter 14 discusses to those determined for the initial alignment. the social impacts associated with these increased noise levels. The potential impacts of the Project would be minimised through the implementation of VicRoads’ Regional and local economy standard environmental protection measures, the Project-specific environmental management The Economic Impact Assessment examined the measures recommended in other specialist potential effects of the Project on Echuca-Moama’s assessments and management measures outlined in local and regional economy. Chapter 6. The Project would generate an average of 1,410 full- For the construction period, the Project is expected time equivalent (FTE) direct and indirect jobs per to have a moderate to high positive impact on the year, and a wage spending stimulus of local and regional economy. During the operational approximately $18 million over the three-year phase the positive impact of the Project is expected construction period. to be moderate when compared against the no In any given year over the construction period, it is project scenario. estimated that up to 540 direct FTE jobs will be created, and up to 870 indirect FTE jobs will be supported by the project. Much of this labour would be sourced from the local and regional workforce providing employment opportunities for local residents.

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Environmental Management Framework Revisions to the construction contractor(s) environmental documentation may be required as a The purpose of the EMF is to provide a transparent result of reviews, changes in activities and work framework with clear accountabilities for managing practices, legislation, aspects and impacts, or as a environmental effects and impacts associated with result of internal or external audit findings, incidents construction and operation of the Project. or complaints. The key roles and responsibilities for the construction and operational phases of the Project in Operational phase Victoria are listed in Chapter 20. VicRoads would be responsible for ongoing management of the Victorian portion of the Project Construction phase post-construction, while Roads and Maritime VicRoads and Roads and Maritime Services would Services would be responsible for ongoing appoint one or more construction contractor(s) who management of the NSW portion of the Project post- would be responsible for construction works for the construction. Project. The key activities would comprise ongoing road VicRoads has established an Environmental Risk maintenance. VicRoads and Roads and Maritime Management Guideline to define and aid the Services may appoint contractors to complete implementation of its Environmental Management specific maintenance tasks as required during System for construction and maintenance projects. operation. These contracts would be managed in The guideline has been developed to assist VicRoads accordance with the relevant authorities’ practices, staff in the management of the environment in standards and legislative obligations. relation to the planning, development and delivery To manage its obligations as the responsible road of road construction projects. The Project would be authority under the Road Management Act, VicRoads delivered in accordance with VicRoads’ currently has area-wide contract arrangements in Environmental Management System and the place for the maintenance of the arterial road guideline. network. These contracts include the routine VicRoads would prepare a construction contract maintenance of pavement, shoulders, roadside specification(s) for the Project to articulate the areas, drainage systems, road furniture and requirements for the Project. VicRoads has standard structures on the arterial network and require the contract specifications that contain environmental contractor to have an EMP in place. protection measures developed to address A Project Environment Protection Strategy (PEPS) environmental management principles and and risk assessment has been developed by legislative requirements. VicRoads to address maintenance activities for the The specification clauses would be further developed specific area-wide maintenance contracts. The PEPS to address specific risks and management measures addresses any additional matters that need to be identified for the Project in this EES where these are included in the maintenance contract specification not adequately addressed by the specification. and the maintenance contractor’s EMP. As per the process for construction, the maintenance The construction contractor(s) would be required as contractor’s EMP would be subject to regular a condition of contract to prepare a Project-specific monitoring, revision, audit, reporting and review. EMP for construction. The EMP would be required to address the range of environmental risks and A summary of the results of environmental impacts and proposed management measures monitoring and studies conducted subsequent to the identified in the EES. EES would be communicated through forums including a Project website and community The EMP would incorporate the following: information bulletins.  A statement of scope and purpose and the environmental objectives  A schedule of environmental elements that are expected to be affected by the works under the contract including an outline of proposed mitigation treatments and proposed timeframes  The identification of work activities and an assessment of their potential impacts and associated risks to onsite and offsite environmental receptors (e.g. community, including tourism events, land uses, waterways, floodways, flora and fauna, cultural heritage) including times when the contractor is not on site, including but not limited to matters covered in this specification.

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Conclusion The EES for the Project has included the preliminary assessment of three alignment options and an integrated detailed assessment of the preferred alignment for the Project, considering a range of environmental, social and economic criteria. The Project is consistent with the goal of ecologically sustainable development for the following reasons:  The Project would achieve sustainable benefits in transport efficiency within Echuca-Moama, and a demonstrable ability to meet appropriate levels of service within the local road network and at the two key river crossings  The Project would make a significant contribution to the local economy during the two construction phases, and provide the environment within which local businesses and the community could take advantage of improved local traffic conditions to make functional and design improvements to local business districts and assets  The Project would provide associated benefits for the social environment of Echuca and Moama, given their interdependent nature, and strengthen the role of the existing and proposed bridge crossings that provide accessibility, connectivity and support social cohesion  The Project would promote community resilience, and provide an alternative crossing of the Murray and Campaspe rivers during periods of flooding on the two river systems  The construction and operation of the Project can be undertaken in a manner that actively manages potential adverse impacts on the local biophysical environment  The Project would be consistent with the adoption of the precautionary principle, in that all impact assessments have been undertaken assuming the final fully developed Project footprint and the associated scale, character and intensity of impacts on the economic, social and biophysical environment  In doing so, the Project integrates both long and short term economic, environmental, social and equity considerations  The Project has involved an extensive community engagement process that has facilitated community involvement. Input from the community on the use of recreational facilities, impacts on public open space, and the Project’s predicted substantial reduction in heavy vehicle traffic in the Echuca and Moama town centres has influenced Project outcomes.

This EES documents the predicted risks and impacts of the Project and identifies management measures to reduce the residual impacts to an acceptable level.

1-1 1. Introduction

1.1 Overview 1.2 Project context VicRoads and New South Wales (NSW) Roads and The crossing of the Murray River at Echuca-Moama Maritime Services (Roads and Maritime Services) provides vital strategic access for the Murray Valley have identified the need for a second bridge crossing region’s industries, workers, residents and visitors. of the Murray River at Echuca-Moama. The existing This strategic role is demonstrated by the existing heritage bridge over the Murray River does not have bridge at Echuca-Moama, which has been identified the capacity to provide a suitable level of service for as one of the top three river crossings for freight the increasing volume of traffic in the area. tonnages and value of commodities in a comparison of Murray River bridges between the Snowy The Echuca-Moama Bridge Project (the Project) Mountains and the South Australian border (PPK would involve crossings of both the Murray and Environment and Infrastructure, 1998). Campaspe rivers, an elevated roadway and extensive bridging and/or culverts across the Murray The existing bridge was built in 1878 and originally and Campaspe river floodplains, and improvements included a road and rail crossing on the one to existing approach roads in Victoria and NSW. The structure. In 1989 a rail bridge was built parallel to total length of works (Victoria and NSW) varies and upstream of the historic bridge to provide between 3.7-4.3km depending on the alignment. separation of rail and vehicle movements across the border. The existing road bridge remains the only On 14 June 2013 the Victorian Minister for Planning vehicle and pedestrian crossing point in the locality. decided an Environment Effects Statement (EES) The nearest alternative Murray River crossings are under the Environment Effects Act 1978 (Vic.) was at Barmah which is approximately 36km to the east required to assess the likely environmental effects of by road and involves a round trip detour of 101km; the Victorian component of the Project. The purpose or via Barham which is approximately 86km by road of an EES is to provide a description of the Project to the west and involves a round trip detour of and its potential effects on the environment, to 195km. inform the public and stakeholders and to enable the Minister for Planning’s Assessment of the Project The existing bridge structure is narrow with one lane that will inform decision makers considering the in each direction and little capacity to cater for the required approvals for the Project. region’s future traffic needs. The existing two lane, two-way bridge limits load dimensions to 7.3m wide This EES has been prepared in response to Scoping and 5.5m high. The 7.3m wide carriageway is rated Requirements issued in their final form on 30 June for 42.5 tonne, six axle semi-trailers and 62.5 2013 by Victorian Minister for Planning. tonne, nine axle B-Doubles. It is not suitable for A draft Planning Scheme Amendment to the higher mass limit freight vehicles using 45.5 tonne, Campaspe Planning Scheme under the Planning and six axle semi-trailers or 68 tonne, nine axle B- Environment Act 1987 (Vic.) has been prepared and Doubles. The bridge requires rehabilitation, including a Cultural Heritage Management Plan (CHMP) under repainting of the steelwork, to maintain its existing the Aboriginal Heritage Act 2006 (Vic.) is being and future operational role. These works would prepared. A Review of Environmental Factors (REF) require partial closure of the bridge for extended has been prepared by Roads and Maritime Services periods. with respect to potential effects of the Project in The traffic volumes on the bridge are in excess of New South Wales. Preliminary Documentation 18,600 vehicles per day, of which around eight per associated with potential impacts on Commonwealth cent are trucks. Peak daily volumes can rise to listed fauna species has also been prepared. around 22,000 vehicles per day with volumes The EES, draft Planning Scheme Amendment, REF reaching around 25,000 vehicles per day when there and Preliminary Documentation are being exhibited are large events. The bridge and its approaches concurrently for 30 business days. Chapter 3 details experience significant congestion and delay when the assessment and approvals requirements. traffic volumes exceed around 22,000 vehicles per day. It does not have the capacity to provide a suitable level of service for the increasing volume of traffic in the area. Traffic flow is often delayed during peak tourist periods. When wide loads or agricultural machinery need to cross, traffic has to be stopped because of the narrow carriageway. Population growth, business activity, tourism, jobs and personal travel are all combining to indicate significant and ongoing growth in travel across the river at Echuca-Moama.

VicRoads and Roads and Maritime Services are proposing to construct a new road and bridge over the Murray and Campaspe rivers to provide alternate access across both rivers and floodplains.

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The Project would result in a second crossing of the VicRoads also administers a number of other Acts Murray and Campaspe rivers and provide an and Regulations including the Road Management Act alternative road access between Echuca and Moama, 2004 (Vic.) and the Road Safety Act 1986 (Vic.). The thereby relieving traffic congestion and load capacity VicRoads Chief Executive is accountable to the issues impacting on the existing bridge. The new Minister for Roads, reporting through the Secretary bridge would enable 24-hour border crossing of the Department of Economic Development, Jobs, opportunities for oversized commercial vehicles Transport and Resources. which are currently restricted to designated off-peak VicRoads has been responsible for developing EESs crossing times. for numerous major road projects, and has The initial alignment and construction of the Project developed a suite of health, safety and would consist of a single lane in each direction. environmental policies and practices that are applied However, as part of the EES evaluation, the future in all aspects of the business. or ultimate duplication of the road and bridges to Roads and Maritime Services is a NSW Government two lanes in each direction is considered. The timing department responsible for building and managing of ultimate duplication to four lanes is not known road infrastructure and day-to-day compliance of and would be dependent on future growth and traffic road and waterway safety. Assessment of the needs. Project is prescribed by the Environmental Planning and Assessment Act 1979 (NSW) and the 1.3 Project proponents Environmental Planning and Assessment Regulations. Roads Corporation (trading as VicRoads) and Roads and Maritime Services are co-proponents for the VicRoads and Roads and Maritime Services have Project. VicRoads is responsible for the preparation previously worked together on cross border projects of this EES and undertaking planning approvals in that require combined approval processes. In Victoria. VicRoads is also managing preparation of defining the scope of projects both organisations the Preliminary Documentation for the have regard to environmental considerations, Commonwealth approval on a Matter of National legislative requirements and developing robust Environmental Significance, consistent with the approaches to managing health and safety. requirements of the Environment Protection and Biodiversity Conservation Act 1999 (Cwlth). 1.4 Scope of the EES VicRoads is working closely with Roads and Maritime Services in relation to the REF in NSW. The EES responds to Scoping Requirements which require an assessment of three (3) alignment VicRoads is a statutory authority whose functions options in Victoria. The three alignments are shown are outlined in Section 87 of the Transport in Figure 1-1 and are identified as: Integration Act 2010 (Vic.). These functions support Victoria’s liveability and economic prosperity and  Mid-West Option include:  Mid-West 2A Option  Planning for the road system as part of an  integrated transport system Mid-West 2B Option.  Constructing and maintaining roads and Following consideration of the outcomes of an roadsides options assessment process, the Mid-West Option has been identified as the preferred alignment and is  Operating the road system by managing access the basis of the technical assessments for this EES. and controlling use Further discussion on the preferred alignment is provided in Chapter 4.  Leading the development and implementation of strategic operational policies and plans to The Mid-West Option has been assessed against a improve the safety of the road system for all ‘No Project’ Scenario which assumes the existing users bridge and road infrastructure remain unchanged.  Providing registration, licensing and accreditation services for the transport system  Developing and implementing effective environmental policies, strategies and management systems  Providing technical, project management, consultancy and information services relating to the transport system  Providing and disseminating information to Victorians about the road system. VicRoads manages over 22,000km of roads and 22 million transactions a year for 3.7 million licensed drivers and 4.9 million registered vehicles.

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Figure 1-1 Echuca-Moama Bridge Project options

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1.5 Structure of the EES The Scoping Requirements set out the specific environmental matters to be investigated and documented. Table 1-1 summarises the structure of the EES and the contents of each chapter. Table 1-1 EES structure

Chapter No. Chapter Title Chapter Summary

1 Introduction Provides an overview of the Project, its context, proponents and objectives, and outlines the structure of the EES.

2 Project rationale Outlines the history of the Project and policy context.

3 Project approval requirements Details the approvals framework and relevant Victorian legislation and policies applicable to the Project.

4 Project alternatives Details the alternative alignment options and how these were assessed to select a preferred alignment for the Project.

5 EES assessment framework and Details the methodology used to prepare this EES, including a risk- approach based approach to inform identification of impacts.

6 Project description Details the construction and operation components of the preferred alignment.

7 Community and stakeholder Details consultation in relation to the Project, key issues raised, and engagement VicRoads’ response to the issues identified.

8 Traffic and transport

9 Biodiversity and habitat

10 Aquatic flora and fauna

11 Aboriginal cultural heritage

12 Historic heritage The specialist impact assessments focus on the preferred alignment as ‘the Project’. In this context, these chapters detail the physical, 13 Planning and land use biological, cultural, social and economic environments in which the Project would operate; the potential risks and impacts; and 14 Social mitigation measures required to minimise the risks and impacts of 15 Landscape and visual amenity the Project.

16 Catchment values

17 Soils and geology

18 Air and noise

19 Economy

20 Environmental Management Provides a summary of the potential effects and mitigation Framework measures of the Project. Includes a summary of approvals required in Victoria and future actions required.

21 Conclusion Summarises the key findings of the technical assessments and presents the conclusions of the EES.

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To characterise existing environmental conditions Note: the conditional tense is used throughout the and assess potential effects resulting from the EES (e.g. the use of the word ‘would’ rather than Project, a number of specialist technical ‘will’), allowing for the possibility that the Project assessments were completed. These reports and may not be approved and may therefore not other supporting information are outlined in Table 1- proceed. If the Project does proceed, all proposed 2 and are attached as appendices to the EES. management measures outlined in Chapter 20 will be implemented.

Table 1-2 EES technical appendices

Technical Appendix Organisation Relevant EES Chapter

A Mapbook and draft Planning Scheme VicRoads All Amendment

B Traffic and Transport Impact Assessment Jacobs Chapter 8

C Biodiversity and Habitat Impact Assessment Brett Lane & Associates Chapter 9

D Aquatic Flora and Fauna Impact Assessment GHD Chapter 10

E Aboriginal Cultural Heritage Impact Assessment Heritage Insight Chapter 11

F Historic Heritage Impact Assessment Heritage Insight Chapter 12

G Planning and Land Use Impact Assessment GHD Chapter 13

H Social Impact Assessment AECOM Chapter 14

I Landscape and Visual Impact Assessment Spiire Chapter 15

J Hydrology Impact Assessment Cardno Chapter 16

K Soils and Geology Impact Assessment VicRoads Chapter 17

L Air Quality Impact Assessment VicRoads Chapter 18

M Noise Impact Assessment Renzo Tonin Chapter 18

N Economic Impact Assessment Essential Economics Chapter 19

O Section 177 Environmental Management VicRoads Chapter 20

P Risk Register VicRoads Chapters 8-19

2-1 2 Project rationale

The new rail bridge was constructed immediately 2.1 Previous studies adjacent to the existing bridge, which restricted the ability to build a second road bridge between these VicRoads has been considering options for a second two structures. Accordingly, any future studies crossing of the Murray River since 1965. As part of would have to consider alternate locations to span previous assessments, VicRoads in conjunction with the Murray River for vehicle traffic. its NSW counterparts has considered a number of alignment options and undertaken detailed planning and environmental assessments. 2.1.2 Value Management Study and EES/EIS: 1996-2002 The following recent assessments led to the shortlisted alignments that are being considered as In 1996 VicRoads and the former NSW Roads and part of this EES: Traffic Authority (RTA) commenced further investigations into a second Murray River crossing at  Joint EES & Environmental Impact Statement Echuca-Moama. The study considered three potential (EIS) for a new road and rail crossing: 1987 corridors: the eastern, central and western  Value Management Study: 1996-2002 corridors.  Mid-West Corridor Assessments: 2005-2007 The eastern corridor was on the outskirts of the urban area with no potential for urban development.  Detailed Planning for the Mid-West Corridor: It extended from the intersection of the Murray 2008-2010 Valley Highway/Mitchell Road in the south to the  Mid-West 2 Corridor Investigations: 2011-2013. Cobb Highway north of Moama township. The central corridor was in the existing urban area 2.1.1 Joint EES and EIS for a new road of Echuca-Moama and extended from the and rail crossing of the Murray intersection of Ogilvie Avenue and Sturt Street in the River - 1987 south to the intersection of Perricoota Road and Cobb Highway in the north. A study was conducted in 1986 to determine the site of a new railway crossing of the Murray River at The western corridor extended from the Murray Echuca-Moama. This study followed the decision to Valley Highway in the south to the intersection of construct a new rail bridge adjacent to the then Martin Road and Cobb Highway in the north. It was joint-use road/rail bridge. The study examined a on the edge of the existing urban area and would number of alternative routes which either linked the abut a future residential area. township areas or bypassed them. The study found A Value Management Study (VMS) was conducted in that a bypass route could be economically justified 1996 at a two-day workshop which brought together and that there were social and environmental factors a number of key stakeholders to provide advice on which excluded some routes linking the township the route selection process. Early corridors identified areas. The favoured solution was to rehabilitate the in the VMS are shown in Figure 2-2. Five alignment joint-use bridge exclusively for road use. options were developed in the central corridor: two The 1986 study noted that, ultimately, traffic in the western corridor; one in an inner western demand would exceed the capacity of the existing corridor; and one in the eastern corridor. These bridge once rehabilitated for exclusive road use, and alignment options are shown in Figure 2-3. that an additional bridge would be required. After considering all environmental, social, traffic A number of options which catered primarily for and economic issues the five options were reduced traffic that would bypass urban town areas and to three. Ultimately VicRoads and the RTA adopted options which would link urban areas were Option C1 in the central corridor as the preferred eliminated as they were not considered to be option. feasible. The options considered feasible are shown This option would provide a new bridge over the in Figure 2-1. Murray River parallel to, and just upstream of, the The option preferred by the NSW Department of railway bridge. The existing road bridge would be Main Roads and the Victorian Road Construction converted to one-way operation taking traffic from Authority (RCA) was rehabilitation of the existing Echuca into Moama. The new bridge would take bridge for road traffic (Option 5), and construction of traffic from Moama into Echuca. This option would a new rail bridge immediately upstream. also include a bypass of Meninya Street in Moama and an upgrade of Sturt Street in Echuca. The outcome of the study was:

 Construction of a new rail bridge adjacent to the existing bridge.  Acknowledgement that a new road bridge would be required by about the late 1990s when traffic volumes would warrant additional bridge capacity.

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Figure 2-1 Road alignments considered in 1987 EES/EIS

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Figure 2-2 Value Management Study corridors

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Figure 2-3 Value Management Study options

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On 4 April 2002, the Minister for Planning appointed An EES referral for this proposal was made in early a Panel to consider submissions to the associated 2010. On 1 April 2010, the Minister for Planning EES/EIS planning scheme amendment as required in determined an EES would not be required subject to Victoria. The Independent Panel Report a number of conditions, including the preparation of recommended the Western Alignment (W1). The an Environmental Report. Minister for Planning's Assessment endorsed the In November 2010 the Minister for Roads announced Panel's recommendation and on 31 August 2003 the a planning investigation would commence on Minister for Transport advised the Minister for another potential alignment for a second Murray Planning of his acceptance of the recommendation. River crossing in the corridor north of the Echuca However, consent was not gained to undertake the Cemetery, known as the Mid-West 2 corridor. required cultural heritage investigations for Option W1. Consequently, the land required was not the subject of an Amendment to reserve land in the 2.1.5 Mid-West 2 Corridor Campaspe Planning Scheme and VicRoads was Investigations: 2011-2013 unable to proceed with land acquisition. The Mid-West 2 corridor is a variation of the Mid- West corridor. It shares a common alignment with 2.1.3 Mid-West Corridor Assessments: the Mid-West corridor in NSW, but in Victoria it 2005-2007 crosses the floodplain to the north-west side of the Echuca Cemetery whereas the Mid-West corridor On 3 May 2005 the Minister for Transport advised connects to Warren Street to the east of the Echuca Parliament that options other than the Option W1 Cemetery. would need to be examined for the project to proceed. Campaspe Shire Council and Murray Shire Four options in the Mid-West 2 corridor shown in Council advised the Premier of Victoria that the Figure 2-5 were considered as part of the planning Central Option was not a satisfactory solution and investigations: confirmed support for Option W1.  Mid-West 2A During discussions with key stakeholders in late 2007 a decision to close the former Echuca  Mid-West 2B Secondary College and relocate the school became  Mid-West 2C known. This enabled consideration for the first time of what was to become the Mid-West corridor.  Mid-West 2D. In June 2007, at the request of the Minister for Following the investigations into these four options, Roads and Ports, VicRoads commenced discussions the Mid-West 2A and Mid-West 2B options were with key stakeholders including Yorta Yorta Nation identified as options that would be considered by Aboriginal Corporation (YYNAC), Campaspe Shire further planning assessment, and options Mid-West Council and Murray Shire Council, resulting in 2C and Mid-West 2D would not be considered agreement on preliminary investigations of a further. potential alignment downstream of Warren Street. Following the detailed planning and environmental On 20 December 2007, the Minister for Roads and assessments of the Mid-West 2 corridor an EES Ports announced an in-principle agreement had been referral was made to proceed with either Option 2A obtained from key stakeholders for the location of or 2B in the Mid-West 2 corridor. the second Murray River crossing at Echuca-Moama In June 2013 the Minister for Planning determined on a Mid-West corridor along Warren Street. an EES was required to assess the potential effects of Options 2A and 2B together with investigations of 2.1.4 Detailed planning for the Mid- nearby alternative alignments in the Mid-West West Corridor: 2008-2010 Corridor. The Mid-West corridor connects to the Cobb Highway in Moama via Warren Street and a new section of road which intersects Warren Street between Payne Street and the Campaspe River and crosses the Murray River north of Echuca Holiday Park. Detailed investigations were completed between 2008 and 2010. A preferred option was identified as a result of these investigations. It comprised the existing Warren Street between the Murray Valley Highway and the new section of road at approximately the existing road level (below 1 in 20 year flood level); and Warren Street east from the new section of road to the existing Campaspe River bridge raised to approximately the 1 in 100 year flood level (refer Figure 2-4). Following detailed planning investigations the Mid-West Option received the written support of the Campaspe Shire Council, Murray Shire Council and the YYNAC.

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Figure 2-4 Mid-West option

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Figure 2-5 Mid-West 2 options

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2.2 Policy context 2.2.2 State Government strategies The Project is consistent with the following key Department of Transport Plan, 2011 policy documents: The Department of Transport Plan 2011 outlines the Commonwealth Victorian Government’s vision for transport in Victoria consistent with the requirements of the  National Land Freight Strategy Discussion Paper, Transport Integration Act 2010 (Vic.). It is the vision 2011. of the Victorian Government to promote efficient industry supply chains that aim to boost the State productivity of Victorian industry and enhance regional growth by removing bottlenecks in the  Department of Transport Plan, 2011 road, rail and port networks.  VicRoads Strategic Directions 2012-2014 When constructed, the Project would satisfy a  Managing of Murray River Crossings (VicRoads number of the strategy’s objectives, as listed below: and RTA NSW, June 2010)  Reduce bottlenecks in major freight route supply  B75 Northern Highway Corridor Strategy, 1998 chains  Northern Victoria Transport Plan, 2009  Support industry, economic and population growth in regional cities, as well as investment in  Victoria, the Freight State, 2013 regional industries  Plan Melbourne, 2014  Lead to the increase in the use of efficient freight  Loddon Mallee North Regional Growth Plan, 2014 vehicles  NSW Draft Murray Regional Strategy, 2009  Ensure the resilience of the transport system to cope with changing demands.  Central Murray Transport Study Final Report 2011. VicRoads Strategic Directions, 2012-2014 2.2.1 Commonwealth initiatives The VicRoads Strategic Directions 2012-2014 highlights the need for a safe, environmentally National Land Freight Strategy Discussion friendly and efficient transport network. These strategic directions are listed below: Paper, 2011  Operate and maintain the road system to help The overarching purpose of the national land freight our customers travel easily and reliably network strategy is to drive development of efficient, sustainable freight logistics that balance the needs  Develop the road system to improve connections of a growing Australian community and economy, between places that are important to our with the quality of life aspirations of the Australian customers people. The objectives under consideration aim to:  Improve road safety  Improve the efficiency of freight movements across infrastructure networks  Make the road system more environmentally sustainable.  Minimise externalities associated with such freight movements Managing of Murray River Crossings  Influence policy making in areas relevant to (VicRoads and RTA NSW, June 2010) freight. The Murray River crossings between NSW and Victoria form critical lifelines for the movement of Relevance: people and goods, not only between local areas on The Project would assist in providing a more suitable each side of the river (including important tourist freight link between the two states (to assist the trade) but also between the main capital cities along agricultural industry), which would also be beneficial the southern coasts of Australia. Currently just over to state and regional economies. 100,000 road vehicles cross the Murray River each day and approximately 20 million tonnes of freight, valued at some $29 billion, are carried across the river by road each year. The document summarises the proposals by the then NSW RTA and VicRoads for the future of these vital road crossings, many of which have national, state or regional heritage significance. The Echuca- Moama Bridge crossing is one of the crossings discussed. It is noted this strategy is a revised version of that developed by the same organisations in June 2008.

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B75 Northern Highway Corridor Strategy, change. Economic change and needs are also 1998 identified in the Plan. The objective of this strategy is to provide a plan for Echuca has been identified as experiencing relatively the management and development of the Northern significant population growth, along with its twin Highway in a manner that promotes the overall NSW city, Moama. The Echuca-Moama river crossing development of Victoria and the businesses, tourism is critical for serving populations on both sides of the and communities of northern Victoria. river, particularly as services such as the new Echuca Hospital and educational facilities have been The strategy identified that a single crossing of the designed to meet the needs of the combined Murray River would become a capacity constraint population of Echuca, Moama and the surrounding and identified the need to investigate options for a hinterland. second Murray River crossing at Echuca-Moama as one of the planning priorities. NSW Draft Murray Regional Strategy, 2009 Northern Victoria Transport Plan, 2009 The Department of Planning NSW released a draft This strategy identifies the importance of an efficient Murray Regional Strategy in 2009. road network in northern Victoria. It identifies that food processing is the volume-dominant The draft strategy identifies the NSW Government's manufacturing industry throughout the area and the key priorities for the region over the next 25 years. only segment of sufficient scale to warrant specific Prepared in consultation with key stakeholders, the consideration in the transport strategy. An efficient draft strategy: road network for receiving raw produce and efficient  Outlines a coordinated approach to managing logistics infrastructure for outbound products is land use to facilitate growth and protect the required. environment so that the region continues to The strategy includes an action specifically to prosper and offer communities a high quality of develop a strategy to promote timely construction of life. the second bridge at Echuca-Moama. It also includes  Sets a target for 13,900 new dwellings by 2036, an action to upgrade the Murray Valley the majority of this growth taking place in Highway/Warren Street, Echuca intersection that existing centres, close to infrastructure and forms part of the Project. services

Victoria, the Freight State, 2013  Recognises the important role of the Murray River, seeking to protect the river in a Victoria, the Freight State (the Plan) outlines the coordinated way, through interagency and cross long-term strategy to improve freight efficiency, border collaborations grow productivity and better connect Victorian businesses with their markets – whether local,  Identifies key regional industries and the need to national or international. strategically plan for them; both traditional activities such as agriculture and forestry as well The Plan is supported by a series of key directions, as emerging sectors such as mining and strategies and actions intended to provide greater agriculture. certainty to the private sector and to help inform business planning and investment decisions. The Once finalised, the strategy will guide local planning Plan supports the Project in that it would assist in the 10 local government areas of Albury City, efficiencies with key cross-border supply chains. Balranald, Berrigan, Conargo, Corowa, Deniliquin, Greater Hume, Murray, Wakool, and Wentworth. It Plan Melbourne, 2014 also recognises the importance of working cooperatively with the Victorian Government on Plan Melbourne provides direction for the future settlement and cross-border issues. growth of Melbourne and improved connections between regional cities. Plan Melbourne, in The draft strategy indicates that significant growth is conjunction with a series of Regional Growth Plans, planned for areas that are strongly linked with seeks to identify land use and infrastructure regional towns such as Moama-Echuca. Where initiatives to increase regional growth and support growth is anticipated, linking land use and regional transport corridors. The transport links, infrastructure planning will be critical to support the including links through Echuca, connect industries to growth and prosperity of these important regional national and international markets. centres.

Loddon Mallee North Regional Growth Plan, 2014 Regional Growth Plans shape and guide the future of Victoria's regions to 2041. These plans identify strategic land uses and seek to improve integration with transport and infrastructure planning. The Loddon Mallee North Regional Growth Plan identifies key population growth areas and demographic

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 Provide security of access with a second flood Central Murray Transport Study Final free crossing between Echuca and Moama Report, 2011  Enable cross-border access for high productivity This study identifies that the existing bridge serves freight vehicles and oversized vehicles the greatest number of current passenger and freight journeys and that the existing crossing at  Improve emergency services access between Echuca-Moama is a 19th century structure now Echuca and Moama during emergency situations carrying heavy traffic for which it was not designed. and major tourist and flood events Improvements in truck design, including the  Provide road infrastructure that supports: increasing use of high efficiency/high productivity vehicles, can be restricted due to load limits on old • The Victorian and NSW state and national bridges. economies through improved connectivity of goods and services Relevance: • The local and regional economy of Echuca- The Project is consistent with the above State Moama. Government strategies with respect to key freight routes and ongoing upgrading and/or replacement of 2.3.1 Improved access and connectivity aged Murray River bridges. The crossing of the Murray River at Echuca-Moama Once realised, the Project would assist in providing provides vital strategic access for the Murray Valley alternate truck and heavy vehicle access over the region's industries, workers, residents and visitors. Murray and Campaspe rivers and provide Traffic analysis has concluded that the existing opportunities for improved economic benefits for the bridge primarily serves local traffic with only 3 to 4 region and the Echuca-Moama township. These per cent of the traffic crossing the bridge having economic benefits would also lead to indirect origins and destinations outside Echuca and Moama. benefits for the community of Echuca-Moama. During peak events, or in the event of a blockage on the existing bridge, traffic between the two towns is restricted which can impact on business and daily 2.3 Project objectives commutes. Echuca and Moama operate as a combined The Project would result in an alternate crossing of community and are currently linked by a heritage- the Murray and Campaspe rivers in the event the listed bridge across the Murray River with a single existing bridge is not operational and would allow carriageway in either direction. Reliance on the the community to continue to operate and undertake existing bridge as the only accessible river crossing their daily activities. In addition, the Project would results in traffic gridlock at certain times of the year result in reduced traffic on the existing bridge and and restricts higher efficiency and over-dimensional therefore a reduction in vehicles through the Echuca vehicles, thereby having impacts both on regional retail and commercial centre. This would assist in productivity and economic activity. improving the amenity of the town centre, including The Project would result in: the Historic Port Precinct.

 Reduced travel time for commercial vehicles and The Project also includes provision of a shared path removal of restrictions for Higher Mass Limit and for its entire length, including connections to the oversized commercial vehicles existing paths in Victoria Park. This would allow for improved pedestrian and cyclist connectivity  A reduction in the number of heavy vehicles in between the two towns. the Echuca and Moama shopping centres, thereby improving the amenity of the retail area, In addition to improved connectivity, the Project which would be beneficial to traders, shoppers would result in upgrades to approach roads, and other users of the centre including the intersection of Warren Street (Echuca- Cohuna Road) and the Murray Valley Highway,  Improved amenity of the Port of Echuca Heritage whereby the existing intersection would be replaced Precinct, which would be beneficial to visitors with a roundabout and new traffic signals at the and tourism operators connection to the Cobb Highway in NSW.  Reduced risk to the ongoing operations of business/industry with an alternate river 2.3.2 Security of access crossing available in the event of the existing Echuca-Moama is situated adjacent to the crossing being inaccessible confluence of the Murray River and the Campaspe  Reduced travel time for tourists and residents, River. During peak floods parts of the Echuca especially during peak seasons and major township are flooded and access between the two events. towns can be restricted. In response to the above, VicRoads has developed The Project would result in an additional flood-free the following Project objectives: crossing over the Campaspe and Murray rivers, providing security of cross-border access for  Improve accessibility and connectivity for the local/regional communities and fostering more active community of Echuca-Moama and the wider and inclusive communities. region

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2.3.3 High productivity access The Project would provide alternative access between Echuca and Moama and enable 24-hour The existing bridge structure is narrow with one lane border crossing for over dimensional vehicles. These in each direction and has little capacity to cater for vehicles are currently restricted to designated off- the future traffic needs of the region. The 7.3m peak crossing times on the existing bridge. wide/5.4m high carriageway is rated for 42.5 tonne, six axle semi-trailers and 62.5 tonne, nine axle B- Doubles. It is not suitable for higher mass limited 2.3.4 Economic benefits freight movements using 45.5 tonne, six axle semi- The Project would facilitate greater commercial and trailers or 68 tonne, nine axle B-Doubles. industrial activity and improved transport network efficiency by providing for larger and higher mass The existing bridge at Echuca-Moama is ranked in limit vehicles and large agricultural machinery. This the top three river crossings for freight tonnages and would provide improved access for local commercial value of commodities in a comparison of Murray vehicles as well as regional vehicles providing a River bridges between the Snowy Mountains and the cross-border service. South Australian border. Any maintenance of the bridge would require partial closure for extended periods which would impact on private and commercial vehicle movements across the border.

3-1 3 Project approval requirements

This chapter outlines the legislative framework and 3.1 Commonwealth assessment key approvals applicable to the Project. and approvals The Project is subject to relevant Commonwealth, Victorian and NSW legislative requirements. As co- 3.1.1 Environment Protection and proponents, VicRoads and Roads and Maritime Biodiversity Conservation Act Services have responsibility for obtaining the necessary State approvals. As the Project spans The Australian Government has responsibilities State borders, three sets of documentation (EES, under the Environment Protection and Biodiversity REF and Preliminary Documentation) have been Conservation Act for the protection of defined prepared. Matters of National Environmental Significance. These matters include World Heritage properties and This EES focuses on the environmental effects of the National Heritage places, Ramsar wetlands of Project within Victoria and identifies the approvals to international importance, nationally listed threatened be obtained by VicRoads under Commonwealth and species and ecological communities and listed Victorian legislation. The Environment Effects Act migratory species, among others. 1978 (Vic.) is the overarching Victorian legislation requiring environmental impact assessment. In On 23 April 2013 a referral for the Mid-West 2A and addition, VicRoads is required to prepare and obtain Mid-West 2B options under the Environment approval of a Planning Scheme Amendment to the Protection and Biodiversity Conservation Act was Campaspe Planning Scheme under the Planning and made to the then Australian Government Environment Act 1987 (Vic.) and a Cultural Heritage Department of Sustainability, Environment, Water, Management Plan (CHMP) under the Aboriginal Population and Communities (now Department of Heritage Act 2006 (Vic.). Relevant NSW legislation is the Environment, DoE). The referral was with outlined in this chapter for reference but is not respect to listed species which potentially may be assessed in detail as part of this EES. Detailed impacted by the proposed works, including the analysis of NSW legislation is outlined in the REF for South-eastern Long-eared Bat, Macquarie Perch, the Project. Murray Cod and Murray Hardyhead. On 11 July 2013 the DoE determined that the Project was a In Victoria, the EES and draft Planning Scheme ‘controlled action’ under the controlling provisions of Amendment must be displayed for 30 business days s18 and s18A (threatened species and ecological to allow for public review and comment. Public communities). notification of this EES has been coordinated with the public notification of the REF documentation On 22 December 2014 a variation to the referral was which is being co-exhibited with the Victorian accepted by the DoE. The variation sought to include documents. the Mid-West Option as part of the assessment and exclude the roundabout at the Murray Valley An Inquiry Panel will be convened to conduct public Highway because it is remote to the habitat of hearings, consider submissions to the EES and the South-eastern Long-eared Bat and would allow for draft Planning Scheme Amendment, and provide a pre-construction activities to occur. report to the Minister for Planning. The Minister for Planning will then consider the Inquiry Panel’s The EES process applies only to the Victorian findings and make recommendations on the Project. component of the Project so it is not able to be accredited under a bilateral agreement with the The Preliminary Documentation will also be exhibited Commonwealth. The Commonwealth determined the in Victoria and NSW at the same time as the EES assessment approach under the Environment and REF. Following review of comments and Protection and Biodiversity Conservation Act will be updating of the Preliminary Documentation, the via Preliminary Documentation. The Preliminary Commonwealth Environment Minister will consider Documentation prepared for the Project is required the final documentation and make a decision on the to outline the construction and operational impacts Project. on the South-eastern Long-eared Bat across the Figure 3-1 outlines the planning and environmental entire Project area, including: assessment process for the Project and the statutory  The nature and extent of the likely short-term approvals being sought. Sections 3.1 and 3.2 and long-term relevant impacts provide a detailed analysis of the type and extent of statutory approvals required to facilitate the  Whether any relevant impacts are likely to be Victorian component of the Project. unknown, unpredictable or irreversible  Analysis of the significance of the relevant impacts  Any technical data and other information used or needed to make a detailed assessment of the relevant impacts.

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Figure 3-1 Project approval requirements

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3.2 Victorian assessment and approvals

3.2.1 Environment Effects Act The Environment Effects Act provides for assessment of projects capable of having a significant effect on the environment. The Act does this by enabling the Minister for Planning (the Minister) to decide an EES should be prepared for a Project. The Ministerial Guidelines for assessment of environmental effects under the Environment Effects Act specify criteria under which a project must be referred to the Minister. An EES referral for the Project was submitted on 1 February 2013. A decision was made by the Minister on 14 June 2013 requiring VicRoads to prepare an EES to document the assessment of the Mid-West 2 corridor options 2A and 2B, as well as alternative alignments available in the previously identified Mid- West corridor. The key matters identified in the Minister’s decision were:  Effects on native vegetation and biodiversity, including species of fauna listed under the Flora and Fauna Guarantee Act 1988 (Vic.)  Floodplain hydrology and ecology, particularly in the context of floodplain crossing options  Aboriginal and non-Aboriginal cultural heritage  Residential amenity including visual, traffic and noise aspects  Sporting and community infrastructure and passive recreation opportunities in Victoria Park  Landscape values and associated vistas along the rivers and across the floodplain  Risks in relation to groundwater, river bed and bank stability. VicRoads is responsible for preparing the EES, with the Department of Environment, Land, Water and Planning (DELWP) providing guidance on process. The EES process is outlined in Figure 3-2.

Figure 3-2 EES process

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Technical Reference Group EES Scoping Requirements A Technical Reference Group (TRG) chaired by the The Scoping Requirements provide the Minister’s former Department of Transport, Planning and Local requirements on the range of environmental matters Infrastructure (DTPLI) was established in late 2013. to be investigated and documented in the EES. The role of the TRG was to provide advice as Draft Scoping Requirements were exhibited for appropriate, including on: public comment from 19 May 2014 to 6 June 2014.  The draft Scoping Requirements for the EES, Public comments were reviewed and updated including matters that should be investigated as Scoping Requirements were issued in their final form part of the assessment of potential effects on 30 June 2014.  Relevant policies, strategies and statutory The Scoping Requirements include a set of Draft provisions including any legislation, regulations Evaluation Objectives that identify desired outcomes and guidelines that apply to the Project, as well in the context of potential project effects and as the consistency of the Project or relevant relevant legislation. The Draft Evaluation Objectives alternatives with these provisions provide a framework to guide assessment of environmental effects in the EES.  Design and adequacy of EES technical studies in addressing the Scoping Requirements; and The Scoping Requirements, including the Draft information required to support approval Evaluation Objectives, are more fully discussed in processes, in terms of consistency with good Chapter 5 at 5.2.1 and in Table 5-1. practice standards of methodology and analysis, in the context of relevant data sets and research 3.2.2 Planning and Environment Act  Opportunities to address issues arising from EES The purpose of the Planning and Environment Act is investigations to establish a framework for planning the use,  Technical adequacy of the draft EES development and protection of land in Victoria in the documentation present and long term interests of all Victorians.  Design and implementation of VicRoads’ public The objectives of planning in Victoria are to: information and stakeholder consultation a) Provide for the fair, orderly, economic and program for the EES sustainable use, and development of land  Coordination of applicable statutory assessment b) Provide for the protection of natural and man- and approvals processes. made resources and the maintenance of The TRG comprised representatives from: ecological processes and generic diversity  Commonwealth DoE c) Secure a pleasant, efficient and safe working, living and recreational environment for all  The following former Victorian government Victorians and visitors to Victoria departments, now part of DELWP: d) Conserve and enhance those buildings, areas or • DTPLI other places which are of scientific, aesthetic, architectural or historical interest, or otherwise • Regional Development Victoria (Planning) of special cultural value • Department of Environment and Primary e) Protect public utilities and other assets and Industries enable the orderly provision and co-ordination of  NSW Roads and Maritime Services public utilities and other facilities for the benefit of the community  Office of Aboriginal Affairs Victoria f) Facilitate development in accordance with the  North Central Catchment Management Authority objectives set out in paragraphs (a), (b), (c), (d)  Heritage Victoria and (e)  Campaspe Shire Council g) Balance the present and future interests of all Victorians.  VicRoads Northern Region. The Planning and Environment Act provides for the The first TRG meeting was held on 1 May 2014. establishment of planning schemes, which outline Three further meetings were held while the EES was the objectives, policies and provisions relating to the being prepared, with the final meeting on 31 use, development, protection and conservation of October 2014. land in a local government area. In Victoria, the Project is situated in the Shire of Campaspe and the Campaspe Planning Scheme applies to the Project.

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Campaspe Planning Scheme A CHMP is being prepared for the Project and will be submitted to the RAP for evaluation and approval. Under the provisions of the Campaspe Planning Figure 3-3 outlines the CHMP process in conjunction Scheme, a planning permit is required to use and with the EES. develop land for the purpose of a road in the Urban Floodway Zone, and to lop or destroy native vegetation and alter access to a Road Zone Category 1 (Warren Street). Approval to undertake the works for the Project would be obtained by preparing an Amendment to the Campaspe Planning Scheme rather than obtaining individual planning permits. A draft Planning Scheme Amendment has been prepared for the Project which would exempt VicRoads from planning permit requirements of the Campaspe Planning Scheme. In addition, the Amendment would reserve land by applying a Public Acquisition Overlay over land in the proposed Right- of-Way to enable VicRoads to acquire land for the construction of the Project and associated works. The draft Planning Scheme Amendment (Technical Appendix A) is being exhibited with the EES and is discussed in Chapter 13. The assessment of environmental effects would inform the final form of the Planning Scheme Amendment to the Campaspe Planning Scheme. The Minister would prepare, adopt and approve the Amendment under section 20(4) of the Planning and Environment Act without further public notice, following the conclusion of the EES process.

3.2.3 Aboriginal Heritage Act The Aboriginal Heritage Regulations 2007 (the Regulations) may require the preparation of a CHMP Figure 3-3 CHMP process for activities defined as high impact activities within an area of cultural heritage sensitivity. Under section 49 of the Aboriginal Heritage Act, a CHMP must be approved prior to commencing works for any project 3.2.4 Secondary Victorian approvals for which an EES has been required. The Project is subject to approvals which would be Under the Act, Registered Aboriginal Parties (RAPs) considered following the Minister for Planning’s are appointed by the Aboriginal Heritage Council and assessment of the EES. These approvals include (but are the cultural heritage decision-makers for are not limited to): designated areas of Victoria. The RAP for the Project  A permit to remove protected flora and fauna is the Yorta Yorta Nation Aboriginal Corporation. from public land under the provisions of the Flora The Environment Effects Advisory Note: Aboriginal and Fauna Guarantee Act cultural heritage and the environment effects  A licence to construct works on a waterway or to process (DPCD, 2007) suggests the CHMP for the construct a bore under the provisions of the Project be prepared in conjunction with the EES and Water Act 1989 (Vic.) considered for approval after the Minister for Planning makes the assessment of the EES. This  A licence to take or use water from a waterway pathway is recommended for projects with a higher or groundwater under the Water Act degree of uncertainty or complexity, or where a  Consent for works on Crown Land under the range of project options is being considered and it is Crown Land (Reserves) Act 1978 (Vic.) not prudent to pre-empt project design or location decisions. This enables the details of a CHMP to be  Permits to remove trees containing habitat or resolved as part of the development and assessment any other fauna habitat areas or fauna salvage of an EES, in the broader context of other and translocation under the Wildlife Act 1975 environmental, social and economic issues. (Vic.).

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3.3 NSW assessment approvals Roads and Maritime Services is responsible for relevant assessment and approval procedures for the NSW component of the Project. Roads and Maritime Services is the proponent and determining authority under part 5 of the NSW Environment and Planning and Assessment Act 1979, and is responsible for coordination of the preparation and public notification of the equivalent NSW document, the REF. The purpose of the REF is to describe the proposal, document the likely impacts on the environment and outline recommended protective measures to be implemented during construction. Although the Project includes works in Victoria and NSW, the study area for the REF is confined to the section of the alignment in NSW. The description of the proposed works and associated environmental impacts has been undertaken in the context of clause 228 of the NSW Environmental Planning and Assessment Regulation 2000, the Threatened Species Conservation Act 1995 (NSW) and the Fisheries Management Act 1994 (NSW). In doing so, the REF helps fulfil the requirements of section 111 of the Environment and Planning and Assessment Act, which VicRoads and Roads and Maritime Services are examining and taking into account to the fullest extent possible, including all matters affecting or likely to affect the environment by reason of the activity. The REF will be exhibited with the EES draft Planning Scheme Amendment and Preliminary Documentation. Following public review of the REF, a Submissions Report will be prepared, which will also take into consideration the Victorian Minister’s assessment of the Project. This report will then be made available to the public and Roads and Maritime Services will determine planning approval and whether to proceed with the proposal.

4-1 4 Project alternatives

4.1 Introduction 4.2.2 Mid-West 2A This chapter describes the project alternatives that MW2A heads in a northerly direction on a new have been considered and outlines the options alignment from the intersection of the Murray Valley assessment process undertaken to confirm the Highway and Warren Street before turning north- preferred alignment for the Project. east and passing to the north of the Echuca The previous planning investigations undertaken for Cemetery and crossing the Campaspe River. The a second Murray River crossing at Echuca-Moama option traverses the northern section of the sand hill are outlined in Chapter 2. This chapter discusses the at the rear of the former Echuca Secondary College three original alternatives that initially formed the site and passes to the north of the Echuca Holiday basis of the current EES investigations and the Park and Victoria Park boat ramp before crossing the rationale for the selection of a preferred alignment Murray River. MW2A then turns northwards to align (the Mid-West Option), which is the focus of this with Forbes Street/Cobb Highway and intersects EES. with Meninya Street and Perricoota Road.

4.2 The Mid-West, Mid-West 2A 4.2.3 Mid-West 2B and Mid-West 2B options MW2B heads in a northerly direction on a new alignment from the intersection of the Murray Valley As outlined in Chapter 3, on 14 June 2013 the Highway and Warren Street before turning north- Minister for Planning directed VicRoads to prepare an east and passing to the north of the Echuca EES to document the likely environmental effects of Cemetery and crossing the Campaspe River. The the Mid-West 2 corridor options 2A and 2B, as well option traverses the south-east section of the sand as an alternative alignment available within the hill at the rear of the former Echuca Secondary previously identified Mid-West corridor. The options College site and the western end of the Echuca Lawn that originally formed the basis of the EES Tennis Club. It then passes to the north of the investigations were: Echuca Holiday Park and Victoria Park boat ramp  Mid-West before crossing the Murray River. MW2B then turns northwards to align with Forbes Street/Cobb  Mid-West 2A (MW2A) Highway and intersects with Meninya Street and Perricoota Road.  Mid-West 2B (MW2B). All options were designed to provide second vehicle 4.3 The ‘No Project’ scenario crossings of the Campaspe and Murray rivers and the associated floodplains. A description of each of Consideration of the 'No Project' scenario is the alignments follows, together with a comparison important in order to evaluate the implications of not of each considering project objectives, EES undertaking the Project and to provide a basis for objectives and approvals requirements. The evaluating the relative impacts and benefits for the alignments were developed to address the project preferred alignment. objectives, with reference to the outcomes of The chapters outlining each technical study previous studies undertaken between 1996 and (chapters 8 to 19) describe the existing conditions 2013. within each study area to establish a baseline for The three options are shown in Chapter 1 (refer impact assessments. This information was also used Figure 1-1). Basic design parameters for each option to assess the impacts of the ‘No Project’ scenario. are presented in Table 4-1. The rationale for the Project is outlined in Chapter 2 of this EES. 4.2.1 Mid-West Option The Mid-West Option heads in a north easterly direction along Warren Street from its intersection with the Murray Valley Highway. The option turns north westerly off Warren Street, between Payne Street and Campaspe Esplanade, crossing the Campaspe River and Crofton Street. The option traverses the south-east section of the sand hill at the rear of the former Echuca Secondary College site and the western end of the Echuca Lawn Tennis Club. It then passes to the north of the Echuca Holiday Park and Victoria Park boat ramp before crossing the Murray River. The Mid-West Option then turns northwards to align with Forbes Street/Cobb Highway and intersects with Meninya Street and Perricoota Road.

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Table 4-1 Basic design parameters for the Mid-West corridor options

Design parameter Mid-West Mid-West 2A Mid-West 2B

Total length 4.3km 3.7km 3.7km

Total length in Vic 3.2km 2.6km 2.6km

Total length in NSW 1.1km 1.1km 1.1km

Length of upgrades to 1.4km 0km 0km existing roads

Length of new road at- 0.2km 0.2km 0.2km grade

Length of new road on 1.3km 1.5km 1.8km embankment

Length of new bridged 1.4km 2.0km 1.7km road

Intersection Improvements at: improvements  Murray Valley Highway/Warren Street  Perricoota Road/Cobb Highway  Meninya Street/Cobb Highway

New intersection at Warren Street / No new intersections new alignment

 10m – 14m Width of bridge  Parallel structures 4.6m apart structures  Total width 25m-29m

Width of road on  33m carriageway embankment  Approximately 0m – 44m embankment (excluding carriageway)

4.4 Preliminary review Within Victoria, the three proposed alignments are The preliminary review was based on previous located in close proximity to each other and use a investigations undertaken between 2009 and 2013 common alignment over the Murray River into NSW. and comprised a triple bottom line comparison of Accordingly, impacts across each alignment have the options. The findings of the preliminary review are potential to be quite similar. A preliminary review of outlined in Table 4-2. alignment options was undertaken by VicRoads to focus on differences between the alignments that would allow a preferred alignment to be identified. Given the common alignment within NSW, the preliminary options assessment applied to Victoria only.

Table 4-2 Preliminary review

Consideration Comments

Environment

Area of native vegetation MW2A would require the most vegetation removal (25.97ha) followed by MW2B (24.71ha) removal required and the Mid-West Option, which would require the least vegetation removal (14.15ha).

Potential for a controlled action Applicable to all options, although the likelihood would increase for MW2A and MW2B given due to Environment Protection higher vegetation removal and severance of bushland area. and Biodiversity Conservation Act 1999 (Cwlth.) listed species

Potential to impact on the The proposed Murray River Regional Park has been recommended by DELWP and accepted implementation of the Murray by the Victorian Government but is yet to be implemented. River Regional Park Option MW2A has the greatest potential impact due to the degree of severance of area identified for the Murray River Regional Park and extent of vegetation removal between the Murray and Campaspe rivers when compared to MW2B and the Mid-West Option. The Mid- West Option would not impact on the area identified for the Murray River Regional Park.

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Consideration Comments

Requirement for a Cultural Applies equally to all options – although MW2A has greater risk of not receiving approval as Heritage Management Plan it would have a greater potential impact due to the extent of intrusion required through the (CHMP) sand hill area, which could contain indigenous burials.

Potential to impact native Applies to the Mid-West Option and MW2B only. Murray Pines

Impact on the operation of the Engineering solutions can be implemented for all options, and as such all options would have Murray and Campaspe river a similar impact on the hydrological operation of the Murray and Campaspe river floodplains. floodplains

Stability of the Murray MW2A may have the potential for impacts on the riverbank by erosion at Reflection Bend. Riverbank

Potential for exposure to Applies to MW2B only, as it crosses a former unauthorised tip site. contaminated materials

Potential for impact to the Applies to all options, although MW2A and MW2B have a greater potential to cause such water table and soft unsuitable impacts when compared to the Mid-West Option. This is because these alignments are ground conditions longer and a greater proportion of the alignments traverse currently undeveloped floodplain; whereas the Mid-West Option utilises part of Warren Street, which is an existing road formation.

Social

Ability to protect Applies equally to all options. pedestrians/cyclists as they cross the new road to access the shared pathway or track

Potential for increased noise There are more sensitive receptors within close proximity to the Mid-West Option compared emissions at sensitive receptors to the MW2A and MW2B options.

Potential for non-acceptance of The Mid-West Option was considered to have the least support by the community. the bridge location by the community

Potential to impact useability MW2A would sever Victoria Park into three smaller segments, whilst MW2B and the Mid- and amenity of the bushland West Option would avoid fragmentation of the park and therefore have less impact on area of Victoria Park amenity within the bushland area.

Potential to impact active open The Mid-West Option and MW2B would result in the relocation of six tennis courts. MW2A space (recreation facilities) does not impact any active open space areas. within Victoria Park

Economic

Potential for the corridor to no All options would be able to accommodate over dimensional and Higher Mass Limit (HML) longer be suitable for the next vehicles. generation of freight vehicles

Potential for delays to the MW2A and MW2B require removal of a greater amount of native vegetation, and the time Project associated with required for securing offsets for this vegetation would be greater than for the Mid-West satisfying the planning Option. approvals

Affordability of the Project MW2A and MW2B are the most expensive options while the Mid-West Option is the least expensive. This is due to:  Alignment length – MW2A and MW2B alignments are longer and therefore have higher construction costs than the Mid-West Option, which utilises the existing Warren Street road alignment  Length of bridging – MW2A and MW2B would have longer bridged sections of road to meet hydrology requirements, resulting in increased costs  Native vegetation offsets – MW2A and MW2B require removal of a greater amount of native vegetation, and the cost of securing offsets for this vegetation would be greater than for the Mid-West Option.

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As a result of the preliminary review, consideration as to the Echuca Holiday Park. MW2A would was given to impacts that could be managed increase noise levels at Merool Caravan Park and through engineering solutions and those that would MW2B would increase noise levels at Crofton provide clear differentiation between each option. Street and Jarman Street. Engineering solutions could be employed to manage  Regional economy – All options would provide and mitigate potential impacts such as riverbank similar economic benefits and have similar stability at Reflection Bend, flooding and potential economic impacts. impacts to groundwater. However, it became clear that some environmental and social impacts could not be avoided by implementing engineering 4.5 Preferred alignment solutions, regardless of the option selected. The Following consideration of previous investigations extent of those impacts would differ for each of the into the Mid-West Option, MW2A and MW2B, the three options considered. former Deputy Premier announced on 31 July 2014, The preliminary review found that the three that the preferred alignment for a second Murray alignment options would have significantly different River crossing at Echuca-Moama is the Mid-West impacts on: Option.  Biodiversity and habitat The Minister’s announcement noted that whilst the EES would consider the three alignments,  Aboriginal cultural and historic heritage establishing a preferred corridor early in the process  Social considerations. would allow effort to be focussed where it is likely to have the greatest effect. The options assessment which followed (section 4.5) was therefore based upon the existing conditions The preferred alignment is shown in Figure 4-2 and and impacts relating to these three studies. a more detailed concept plan is contained in the mapbook in EES Technical Appendix A – Mapbook In relation to the following studies, it was and draft Planning Scheme Amendment. determined there was little to differentiate between the three alignment options. The key points to note are as follows: 4.6 Options assessment  Traffic and transport – minor differences in An options assessment was undertaken by VicRoads traffic performance, although the Mid-West and key specialists in October 2014 to consider the Option would attract slightly greater traffic three options (Mid-West Option, MW2A and MW2B) volumes than MW2A and MW2B, thereby that initially formed part of the EES for the Project. reducing traffic volumes on the existing bridge The purpose of the options assessment was to and town centres. undertake a more detailed review of options to confirm the Mid-West Option as the preferred  Aquatic flora and fauna – All options require two alignment, applying the key criteria outlined in the river crossings which avoid direct impact on following tables. waterways. In order to inform the options assessment, a site  Planning and land use – All options would utilise inspection and review of previous documentation flood-affected land. The Mid-West Option would was undertaken, along with a site visit and targeted impact a greater number of freehold properties consultation undertaken by the three key specialist and MW2A and MW2B would impact a higher consultants. amount of public land. The options assessment drew on existing  Landscape and visual – The Mid-West Option information obtained for the Project during previous would impact views around Crofton Street, while investigations undertaken between 1996 and 2013. MW2A would be visible at Reflection Bend and MW2B would be visible from Crofton Street and The evaluation criteria for each of the three key Jarman Streets. specialists were developed upon consideration of:  Catchment values – All options can be mitigated  VicRoads Project Objectives to comply with flood afflux and floodplain  The Scoping Requirements draft EES Evaluation performance requirements. Objectives  Soils and geology – Similar ground conditions for  The relevant legislation, policies or guidelines. all options, although MW2A and MW2B would traverse a greater area of unimproved floodplain The purpose of the evaluation criteria was to enable while the Mid-West Option would utilise the a comparison of each option to determine the existing Warren Street road formation. MW2B relative extent of impact (if any) and details of would also impact the disused tip site to the impacts for each option. Accordingly, these north of Campaspe Esplanade. evaluation criteria are more detailed than the factors considered during the preliminary review of options.  Air and noise – All options would be mitigated to They also differ from the consequence criteria used comply with VicRoads’ Traffic Noise Reduction for the risk assessment (refer Chapter 5), which Policy (2005). The Mid-West Option would seek to assess the magnitude of potential increase noise levels to residential properties consequences that create environmental risks. near Crofton Street and Warren Street, as well

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4.6.1 Biodiversity and habitat options assessment The evaluation and assessment criteria shown in Table 4-3 were developed to allow for analysis of the extent of the biodiversity and habitat impacts, and to enable a comparison of the three options.

Table 4-3 Biodiversity and habitat evaluation criteria

Draft EES Evaluation Objectives Evaluation criteria Assessment criteria

To avoid or minimise adverse  What is the extent of impact  What is the extent of potential or confirmed effects on native vegetation and on listed flora species? habitat for listed flora species that would be listed flora and fauna species and impacted by the alignment? ecological communities, and  Of the listed flora species recorded in the address opportunities for potential study area, how many individuals would be losses consistent with relevant impacted by the alignment? policy  What is the extent of impact  What is the extent of potential or confirmed on listed fauna species? habitat for listed fauna species that would be impacted by the alignment?  What is the quality of potential or confirmed habitat for listed fauna species that would be impacted by the alignment?  What is the likelihood of injury or mortality of listed fauna species resulting from collision with vehicles for the alignment?

 What is the extent of impact  Would any wildlife corridors be impacted as to wildlife corridors? a result of construction?

 Is there an ability to readily  What extent of area is required for the secure offsets consistent with offset? Environment Protection and  Would offsets be readily available? Biodiversity Conservation Act requirements?

 Is there an ability to readily  What are the required offsets? secure offsets consistent with  What offsets are readily available? Biodiversity Assessment Guidelines?

Discussion on biodiversity and habitat assessment criteria

Impact on listed flora species The two assessment criteria in Table 4-3 were used was identified comprising similar habitat to that in to evaluate impacts on listed flora species as they the study area (see Figure 4-1). This provided a best exemplified the differences between the means of quantifying the removal of potential alignment options. The rationale for rating the three habitat for listed flora species against a fixed area of options is presented below. available potential habitat. As the area of removed potential habitat generally equates to the level of What is the extent of potential or confirmed habitat impact on a flora species (i.e. a larger area of for listed flora species that would be impacted by the habitat removal would likely impact on more alignment? individuals than a smaller area). This criterion was assessed according to the level of The Mid-West Option was assessed as having a low impact ranging from no (or neutral) impact on impact, with 7.5 per cent of the existing habitat for habitat for listed flora to high (or very poor) impact listed flora species in the immediate area expected on listed flora in the sub-criteria in Table 4-4. to be removed. In comparison, MW2A and MW2B were assessed as having a moderate impact, with The impact was rated considering a localised area to respectively 14.3 per cent and 13.6 per cent of the enable comparison between the three alignment existing habitat for listed flora species in the options. Evaluation on a State wide basis did not immediate area expected to be removed (these allow for differentiation of habitat impacts. For the options were rated as “Moderately poor”). The percentage of habitat removal for listed flora species ratings for this assessment criterion are summarised relative to available habitat in the immediate vicinity in Table 4-9. of the study area, an area of approximately 182ha

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The Mid-West Option was rated low with 13.66ha Table 4-4 Rating criteria for percentage (7.5 per cent) of potential habitat for the Pale Flax- removal of habitat for listed lily within the study area to be cleared. In flora, fauna or communities comparison, MW2A and MW2B were rated Rating Description of criteria moderately poor with 25.9ha (14.3 per cent) and 24.7ha (13.6 per cent) respectively of potential Pale Neutral No impact on listed flora, fauna or community Flax lily habitat within the study area to be cleared. No habitat removal Impact on listed fauna species Negligible Negligible impact on listed flora, fauna or community. The three assessment criteria in Table 4-3 were used to evaluate impacts on listed fauna species as Removal of <5% of the habitat available for listed flora species in the immediate vicinity of they best exemplified the differences between the the study area alignment options. The rationale for rating the three options is presented below. Low Low impact on listed flora, fauna or community. Removal of 5% to 10% of the What is the extent of potential or confirmed habitat habitat available for listed flora species in the immediate vicinity of the study area for listed fauna species that would be impacted by the alignment? Moderately Moderate impact on listed flora, fauna or poor community. Removal of 10% to 15% of the This criterion was rated in the same way as listed habitat available for listed flora species in the flora species above, in that the area of potential and immediate vicinity of the study area confirmed listed fauna species habitat removal was generally equated to the level of impact on a fauna Poor Moderately high impact on listed flora, fauna species. Impact ratings in Table 4-9 were applied or community. Removal of 15% to 20% of the according to the sub-criteria in Table 4-4. habitat available for listed flora species in the immediate vicinity of the study area The Mid-West Option was assessed as having a low impact, with 7.5 per cent of the existing habitat for Very poor High impact on listed flora, fauna or community. Removal of 20% to 25% of the listed fauna species in the immediate area expected habitat available for listed flora species in the to be removed. In comparison, MW2A and MW2B immediate vicinity of the study area were assessed as having a moderate impact, with respectively 14.3 per cent and 13.6 per cent of the existing habitat for listed fauna species in the immediate area expected to be removed (these options were rated as moderately poor). The ratings for this assessment criterion are summarised in Table 4-9.

What is the quality of potential or confirmed habitat for listed fauna species that would be impacted by the alignment? This criterion was assessed according to the level of impact ranging from no (or neutral) impact on listed fauna or community to high (or very poor) impact on listed fauna or community in the sub-criteria in Table 4-5 and overall ratings are summarised in Table 4-9. Figure 4-1 Area of available potential habitat for listed flora and fauna Table 4-5 Rating sub-criteria for listed species in the immediate vicinity fauna species habitat quality of the study area Rating Description of sub-criteria

Of the listed flora species recorded in the study Neutral No impact on listed flora, fauna or community area, how many individuals would be impacted by No habitat removal the alignment? Negligible Negligible impact on listed flora, fauna or While one of the two species recorded, Blue Burr- community daisy, was equally impacted by all alignments, Pale Of the listed fauna habitat to be removed, Flax-lily was not. Pale Flax-lily occurred throughout <20% has a habitat score of 0.5 or more the study area and surrounds, and while individuals were not mapped (and counted), the impact rating Low Low impact on listed flora, fauna or was assigned relative to the area of habitat removal community – the greater the area removed, the more Of the listed fauna habitat to be removed, individuals presumed lost. 20% to 40% has a habitat score of 0.5 or more

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Rating Description of sub-criteria The rating applied took into consideration the length of the alignment in intact habitat as a proxy for Moderately Moderate impact on listed flora, fauna or likelihood of injury or mortality for all listed fauna poor community species, either recorded in the vicinity of the study Of the listed fauna habitat to be removed, area or considered to potentially occur there (i.e. the 40% to 60% has a habitat score of 0.5 or blue area shown in Figure 4-1). Ratings were applied more accordingly.

Poor Moderately high impact on listed flora, fauna Table 4-6 Rating sub-criteria for injury or or community mortality of listed fauna species Of the listed fauna habitat to be removed, 60% to 80% has a habitat score of 0.5 or Rating Description of criteria more Neutral No impact on the likelihood of fauna injury or Very poor High impact on listed flora, fauna or mortality community Of the listed fauna habitat to be removed, Negligible Impact to 0-1km of intact habitat on the edge 80% to 100% has a habitat score of 0.5 or of the study area, no dissection and therefore more a low likelihood of crossings and injury or mortality of listed fauna species

These assessment criteria employed habitat scores Low Impact to 1-2km of intact habitat, increasing (generated as per the ‘habitat hectares’ assessment the likelihood of crossings and injury or mortality of listed fauna species methodology) as a surrogate for fauna habitat quality. Habitat scores generally reflect habitat Moderately Impact to 2-3km of intact habitat, quality for fauna, as the higher the score, the closer poor substantially increasing the likelihood of the habitat should resemble the pre-European state, crossings and injury or mortality of listed as reflected in the 'benchmarks' for the relevant fauna species ecological vegetation classes. Habitat with a high score should have more of the attributes that fauna Poor Impact to 3-4km of intact habitat, substantially increasing the likelihood of species need for their survival than habitat with a crossings and injury or mortality of listed low score, such as an intact canopy with large fauna species hollow-bearing trees, diversity of flora species and fallen timber. Very poor Impact to 4-5km of intact habitat, substantially increasing the likelihood of For the impact rating sub-criteria in Table 4-5, a crossings and injury or mortality of listed threshold score of 0.5 or more (out of a possible fauna species score of 1) was applied, as habitat in that score range is generally in good condition by Victorian The Mid-West Option was rated low, with 1.2km of standards. Therefore, the higher the percentage of intact habitat for listed fauna species dissected. In habitat removed with a score of 0.5 or more for the comparison the MW2A and MW2B options were rated alignment reflects a higher level of impact on listed “moderately poor” as 2.5km and 2.1km respectively, fauna species, some of whom benefit more from of intact habitat for listed fauna species would be higher quality habitat. dissected for these options. The Mid-West Option was rated low, with 5.3ha (39 It should be noted that little consideration was given per cent) of the listed fauna habitat proposed to be as to where a listed fauna species was recorded in removed being in good condition (habitat score of the study area, as due to their mobility, the fauna over 0.5). In contrast both the MW2A and MW2B species concerned would occur throughout the study were rated moderately poor as they would require area and surrounds, providing suitable habitat was 17.92ha (69 per cent) and 17.41ha (and 70 per available. cent) of good quality habitat respectively to be cleared. Impact on wildlife corridors What is the likelihood of injury or mortality of listed One assessment criterion to evaluate impacts on fauna species resulting from collision with vehicles wildlife corridors was chosen as it best exemplified for the alignment? the differences between the alignment options. The rationale for rating the three options is presented The criterion was rated using Table 4-6 as a level of below. impact ranging from no (neutral) impact on listed fauna or community to high impact on listed fauna Would any wildlife corridors be impacted as a result or community according to the likelihood of a listed fauna species being impacted by injury or mortality of construction? resulting from collision with vehicles. It was inferred This criterion was rated in Table 4-7 as a level of from this that the higher the likelihood of injury or impact ranging from ‘no impact’ on wildlife corridors mortality for a species as a result of an alignment to ‘high impact’ on wildlife corridors and overall traversing intact habitat for that species, the higher ratings are summarised in Table 4-9. the risk of that species declining in the locality.

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Table 4-7 Rating sub-criteria for impact on These criteria were rated using Table 4-8 within a wildlife corridors range of ‘no offsets required’ to ‘some offsets likely to be unavailable’ according to the anticipated level Rating Description of sub-criteria of difficulty in identifying and securing offsets for the South-eastern Long-eared Bat (particularly with Neutral No impact on wildlife corridors regard to the availability of registered offsets for this species), the costs involved (which are largely No creation of isolated habitat fragments or determined by the area of the offset required and Negligible dissection of habitat the location of offset), and the time delays for the Project in locating the offset. Ratings were assigned Creation of one isolated habitat fragment Low to these assessment criteria accordingly and overall and/or dissection of one habitat patch ratings are summarised in Table 4-9. Moderately Creation of two isolated habitat fragments Table 4-8 Rating sub-criteria for poor and/or dissection of two habitat patches Environment Protection and Creation of up to four isolated habitat Biodiversity Conservation Act Poor fragments and/or dissection of up to four offset availability habitat patches Rating Description of sub-criteria Creation of more than four isolated habitat Very poor fragments and/or dissection of more than four habitat patches Neutral No offsets required

As discussed in Chapter 9, an important wildlife All offsets likely to be achievable at moderate Negligible corridor that provides habitat connection is located costs between the Gunbower State Forest and Barmah National Park forest blocks. All three alignments Some offsets may be difficult to secure but dissect this corridor to varying degrees and would Low would likely involve moderate costs and time lead to some fragmentation of this wildlife corridor delays at a local scale. It is important to understand that Some offsets likely to be difficult to secure habitat connectivity within the Victorian portion of Moderately and would likely involve high costs and time the study area is already impaired – the township, poor existing roads and even the rivers act as barriers to delays connectivity and fauna movement. Some offsets likely to be difficult to secure Therefore, impact ratings were applied relative to Poor and would likely involve very high costs and time delays the severity of interruption to the wildlife corridor at a local scale. For this criterion, the Mid-West Option was rated as “moderately poor”. Many of the Very poor Some offsets likely to be unavailable remaining fauna species in the study area are likely to have already adapted to a degree of habitat fragmentation due to past changes. As such, a The offset target for the South-eastern Long-eared further barrier in the form of the new road skirting Bat comprises the protection of an area of private the existing township is unlikely to have a significant land known to support the South-Eastern Long- impact on the dispersal of fauna species between eared Bat. The anticipated offset target for the the Gunbower and Barmah forest blocks, or to cause South-Eastern Long-eared Bat shown in Table 4-9 local or regional decline in fauna species. The MW2A was estimated based on previous Environment and MW2B Options fragment a larger portion of Protection and Biodiversity Conservation Act offset intact local vegetation, and are more likely to impact requirements. The area of land required as on dispersal of fauna species on a local level. These compensation for impacts on the species would options were rated as “poor”. depend on the habitat quality and level of protection provided by an offset site. Ability to readily secure offsets consistent with Environment Protection and The Mid-West Option was considered “moderately Biodiversity Conservation Act requirements poor” as an offset target for the South-eastern Long- eared Bat. An offset target of 54.64ha would apply. The two assessment criteria for evaluating the ability The MW2A and MW2B were considered “poor” as to secure offsets consistent with Environment offset targets of 103.84ha and 98.8ha respectively Protection and Biodiversity Conservation Act would apply. These levels of offsets were not requirements were chosen as they best exemplified considered to be readily available. the differences between the alignment options. These criteria were:

What extent of area is required for the offset? and

Would offsets be readily available?

4-9

Ability to readily secure offsets consistent General offsets can be identified and secured with Biodiversity Assessment Guidelines quickly, and at competitive market costs, while specific offsets, particularly for multiple species, can The two assessment criteria to evaluate the ability to be difficult to identify and secure, which is usually secure offsets consistent with the Biodiversity reflected in high costs and lengthy time delays. Assessment Guidelines were chosen as they best Specific offsets for some species may simply not be exemplified the differences between the alignment available, and considerable time and money may options. These criteria were: need to be expended to locate and register them. Overall ratings for these assessment criteria are What are the required offsets? summarised in Table 4-9. and Offsets required for the Mid-West option were considered likely to be difficult to secure and to What offsets are readily available? likely involve high costs and time delays (rated “moderately poor”). Offsets for the MW2A and In a similar way to the Environment Protection and MW2B were also considered likely to be difficult to Biodiversity Conservation Act offsets, these criteria secure and may involve very high costs and time were rated using Table 4-8 according to the delays, resulting in these options being rated “poor”. anticipated level of difficulty in identifying and securing offsets, particularly with regard to the availability of registered offsets for listed species

(specific offsets); the costs involved (which are largely determined by the area of the offset required); the location of offset; and the time delays for the Project in locating an offset.

Table 4-9 Overall biodiversity and habitat assessment ratings

Biodiversity and Habitat Assessment

Mid-West Evaluation criteria Assessment criteria MW2A MW2B Option

What is the extent of Removal of potential habitat for listed flora species impact on listed flora within the study area 13.7ha 25.9ha 24.7ha species? Removal of confirmed habitat for two species on the 7.5% 14.3% 13.6% DELWP Advisory List

What is the extent of Removal of potential habitat for listed fauna species 13.7ha 25.9ha 24.7ha impact on listed fauna within the study area 7.5% 14.3% 13.6% species? Removal of potential or confirmed habitat with a 5.3ha 17.9ha 17.4ha habitat score of 0.5 or more 39% 69% 70%

Length of intact potential and confirmed habitat for listed fauna species dissected (thereby increasing 1.2km 2.5km 2.1km potential for injury and mortality)

What is the extent of Wildlife corridors including broader corridor along the impact to wildlife Murray River between Barmah and Gunbower State Yes Yes Yes corridors? forests

Is there an ability to Offset target area for the South-eastern Long-eared readily secure offsets Bat 54.6ha 103.8ha 98.8ha consistent with Environment Protection and Biodiversity Readily available offsets (may be difficult to identify Conservation Act and secure) No No No requirements?

Is there an ability to General equivalence units 4.537 - 1.650 readily secure offsets consistent with Minimum strategic score 0.354 0.500 0.498 Biodiversity Assessment Guidelines? Specific units for Yellow Tongue Daisy - 19.238 16.503

Specific units for Blue Burr-daisy - 21.765 -

Ability to readily secure offsets Yes No No

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Conclusion 4.6.2 Aboriginal cultural and historic heritage assessment All three alignments would result in impacts on biodiversity, as attested by the options ratings. The The assessment criteria shown in Table 4-10 were Mid-West Option was rated the option with the least developed to analyse the extent of the Aboriginal disbenefit to biodiversity, which is consistent with cultural and historic heritage impacts and to enable the findings of a number of detailed biodiversity a comparison of the three options. Table 4-11 assessments for the Project. In summary, the Mid- outlines the rating sub-criteria for the Aboriginal West Option would: cultural and historic heritage assessment.  Entail the least removal of the least high quality habitat for listed species  Impede the least on wildlife connectivity  Likely be the least difficult of the options to secure offsets. As such, the Mid-West Option is the preferred option from a biodiversity perspective.

Table 4-10 Aboriginal cultural and historic heritage evaluation and assessment criteria

Draft EES Evaluation Objectives Evaluation criteria Assessment criteria

To avoid or minimise adverse effects Extent of impact on registered Does the option extend across any items on the on Aboriginal and historic cultural Victorian Aboriginal Heritage Victorian Aboriginal Heritage Register? heritage value places Would any items be disturbed as a result of the Project?

Extent of impact on potential Does the option extend across any potential Victorian Aboriginal Heritage Victorian Aboriginal Heritage places? places Does the option sever any potential Victorian Aboriginal Heritage Places? Would intrusive construction techniques be required at any potential Victorian Aboriginal Heritage Places for this option?

Extent of impact on registered Does the option impact on any registered heritage Victorian Heritage Inventory (VHI) sites? places, Victorian Heritage Register Does the option impact on any Heritage Overlays (VHR) sites and locally significant (HOs)? heritage places (within Heritage Overlays)

Table 4-11 Rating sub-criteria Aboriginal cultural and historic heritage options assessment

Rating Aboriginal cultural and historic heritage options assessment rating sub-criteria

Benefit Ability to protect and avoid intrusion into heritage sites

No change No discernible impact on heritage sites

Impact Impact or intrusion on heritage sites

Discussion on Aboriginal cultural and  The scarred trees have been assessed as having historic heritage assessment criteria high aesthetic, historic, scientific and social value to the contemporary Yorta Yorta community and The following discussion provides commentary on to the wider community. the assessment ratings shown in Table 4-12.  The Mid-West Option has the least number of Extent of impact on registered Victorian Aboriginal scarred trees in proximity to the alignment (six), Heritage places while the MW2A and MW2B have a higher number of scarred trees in proximity to the  There are registered sites within the option alignments (34 for both MW2A and MW2B).The corridors, all of which are scarred trees. Mid-West Option would require the conservation and relocation of two scarred trees. MW2A and MW2B would require the conservation and relocation of one scarred tree each.

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Extent of impact on potential Victorian Aboriginal At present, the alignments do not impact on any Heritage places buildings or places listed in the Schedule to the Heritage Overlay under the Campaspe Planning  The sand hill in the study corridor is an area of Scheme. However, if Amendment C101 to the very high potential sensitivity for sub-surface Campaspe Planning Scheme is approved, the overlay (buried) Aboriginal archaeological sites and around HO79 (stand of Murray Pines near the former ancestral remains. Given this sensitivity, it is Echuca Secondary College site) would be partially preferable that options avoid the sand hill, avoid within the Mid-West Option and MW2B alignments as intrusion into the sand hill and minimise any would the overlay around HO41 at 33 Crofton Street severance of the sand hill. (St Leonards Homestead). VicRoads has made a  Given the extent of the sand hill, all options submission objecting to Amendment C101, which would need to cross the sand hill. was considered by a Planning Panel in July 2015. The Planning Panel’s report had not been released at  The Mid-West Option and MW2B would avoid the time of writing this EES. intrusion into the sand hill by placing a protective pavement over the sand hill. MW2A Conclusion would require bridge piers to penetrate the sand Table 4-12 provides a summary of the cultural hill. heritage values of each of the options with regard to  The Mid-West Option and MW2B would skirt the the evaluation criteria. eastern extent of the sand hill, thereby From a cultural and historic heritage perspective the minimising any severance. MW2A would isolate a Mid-West Option is the better performing of the significant portion of the sand hill to the north of three options, as it traverses less of the bushland the alignment. area within Victoria Park and has less overall impact on registered Aboriginal sites. Importantly, it would Extent of impact on registered VHI places, VHR sites avoid intrusion into the culturally sensitive sand hill and locally significant heritage places (within HOs) and have the least severance of the sand hill area. None of the options impact on any sites or places currently listed on the Victorian Heritage Register or Victorian Heritage Inventory in Echuca. The Echuca Historic area is also listed on the Register of the National Trust, although the area is not defined.

Table 4-12 Overall Aboriginal cultural and historic heritage assessment ratings

Aboriginal and Historic Heritage

Mid-West Evaluation criteria Assessment criteria Option MW2A MW2B

Extent of impact on Number of registered sites within corridor (scarred trees) 6 34 34 registered Victorian Aboriginal heritage Number of registered sites impacted 2 1 1 places

Extent of impact on Extends across sand hill (high potential sensitivity for Yes Yes Yes potential Victorian sites and ancestral remains) Aboriginal heritage places Severance of the sand hill No Yes No Construction able to exclude intrusion into sand hill Yes No Yes

Extent of impact on Number of Victorian Heritage Inventory and Heritage 0 0 0 registered Victorian Register sites Heritage Inventory sites, Victorian Heritage Impact on current Campaspe Heritage Overlays No No No Register sites and HOs Impact on proposed Campaspe Heritage Overlays Yes No Yes

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4.6.3 Social assessment The assessment criteria shown in Table 4-13 were developed to allow for analysis of the extent of the Social impacts to enable a comparison of the three options. Table 4-14 outlines the rating criteria for the social options assessment. Table 4-13 Social options evaluation and assessment criteria

Draft EES Evaluation Objectives Evaluation criteria Assessment criteria

To minimise adverse social and Extent of impact on existing Extent of impacts on private residences land use effects, including impacts social activities on existing uses of the Crown land Extent of impacts on community recreation facilities Extent of impacts on cultural facilities (Echuca Cemetery) Extent of impacts on tourism and events based facilities

Extent of impacts on public open space (Victoria Park bushland)

Extent of impact on access and Would there be any positive or negative access and mobility mobility outcomes resulting from the alignment?

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Table 4-14 Rating sub-criteria social options assessment

Rating colour code Social specific benefits/disbenefits sub-criteria

Significant benefit to the state Superior benefit to the region Very well Policy consistency with superior positive impact Changes are necessary to enable effective functioning of the local community and would benefit social receptors throughout the region and state

Moderate benefit to the state Significant benefit to the region Superior benefit to the locality Well Policy consistency with significant positive impact

Changes are highly beneficial for the local community and would benefit social receptors throughout the region and state

Benefit Moderate benefit to the region Significant benefit to the locality Moderately well Policy consistency with moderate positive impact Changes are beneficial for the local community and would benefit some social receptors throughout the region and state

Localised minor benefits for some local areas or individuals Partial Changes have limited benefits for the local community

Minimal benefit at any level Negligible Changes have limited benefits for some local receptors

No change Neutral No change

Minimal disbenefit at any level Negligible Changes have limited disbenefits for some local receptors

Localised minor impact for some local areas or individuals Low Changes have limited disbenefits for the local community

Moderate disbenefit to the region Significant disbenefit to the locality Moderately poor Policy inconsistency with moderate negative impact Changes are detrimental for the local community and would negatively affect some social receptors throughout the region and state

Moderate disbenefit to the state

Disbenefit Significant disbenefit to the region Severe disbenefit to the locality Poor Policy inconsistency with significant negative impact Changes are highly detrimental for the local community and would negatively affect social receptors throughout the region and state

Significant disbenefit to the state Severe disbenefit to the region Very poor Policy inconsistency with severe negative impacts Changes would prevent effective functioning of the local community and would be detrimental to social receptors throughout the region and state

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Discussion on social assessment criteria • Boat ramp: The Murray River bridge would have limited impact on the operation of the The following discussion provides commentary on boat ramp. Some limitations to access would the overall assessment ratings shown in Table 4-15. be required during construction, although Impact on existing land use activities access would be maintained during the Southern 80 Ski Race. Impacts would be  Private residences: The Mid-West Option and identical across all three options. MW2B were rated as having a low impact on noise levels and visual amenity at private • Echuca Holiday Park: All options are rated as residences; whereas MW2A was rated as having having a low impact, with MW2A having a negligible impact as it would be more remote slightly less impact. Noise levels would be to existing residences. This reflects the proximity maintained within policy limits, although of the Mid-West Option to residences on Crofton there would be a change to existing noise and Warren streets, and MW2B to residences on levels and visual amenity for all three Crofton and Jarman streets. options. All options would also have amenity impacts on Bella Casa Houseboats upstream  Recreational facilities (Echuca Lawn Tennis of the proposed Murray River crossing. Club): The Mid-West Option and MW2B were assessed as having a residual low impact on the • Merool Caravan Park (NSW): The Mid-West Echuca Lawn Tennis Club, whereas the MW2A Option and MW2B would have no impact on would have no impact. This reflects the fact that the caravan park. MW2A would pass near the six courts would be relocated as part of Mid- riverbank opposite the caravan park at West Option and MW2B, with replacement courts Reflection Bend and would have noise and established before existing courts were visual amenity impacts and is therefore rated decommissioned. However, amenity at existing as having a low impact. and relocated courts would be affected by the  Public open space (Victoria Park bushland): Mid-West Option and MW2B and not by the MW2A was rated as moderately poor whereas MW2A. the Mid-West Option and MW2B were rated as  Other recreational activities: The Mid-West having a negligible impact. This reflects the fact Option and MW2B would have negligible amenity that MW2A would sever the passive use area of impacts (visual and noise) on other recreational Victoria Park into three smaller segments, with activities (netball, football, cricket, and fire implications for the useability and amenity of the training). This was confirmed following quieter and more intact areas of bushland. The discussions with various sporting groups who did Mid-West Option and MW2B would avoid this not rate this as a significant issue. Each of the level of fragmentation of the passive use area of options would be located at the rear of key Victoria Park and would have less impact on spectator viewpoints and grandstands and any amenity within the bushland area. Additionally, amenity impacts would be offset by the noise the Mid-West Option and MW2B would better and visual activity generated by spectator and follow the interface between the active (sporting) player participation. and the passive use areas of the park. Vehicle access to Scenic Drive would be maintained for  Echuca Cemetery: The Mid-West Option would all three alignments. make use of the existing Warren Street arterial road, and is rated as having a neutral impact on Extent of impact on access and mobility the Echuca Cemetery. Improved access and safer turning provisions for the Mid-West Option All three options are rated equally well as they would would balance the impacts of increased traffic deliver significantly improved access across the along Warren Street. MW2A and MW2B would Murray River for local and regional road users; introduce new noise and visual impacts to the support the vitality and growth of the region and the north-west of the cemetery in addition to states of Victoria and NSW; provide an important continued use of Warren Street, and were access alternative for the Echuca-Moama assessed as having a negligible impact (limited community; and improve the amenity in the existing disbenefits for some local receptors). town centres.  Tourism and events-based facilities and Conclusion activities: Table 4-15 provides a summary of the social values • Southern 80 Ski Race: Bridge piers are to be of each of the alignment options with regard to the constructed outside the main river channel evaluation criteria developed. and would not pose a safety issue to race participants. Construction would be managed to avoid impacts on the conduct of the event. The impact would be consistent across all three options. • Foreshore/picnic area near the boat ramp: The visual and noise impacts would be identical across all three options.

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Table 4-15 Overall social assessment ratings

Social

Evaluation criteria Assessment criteria Mid-West MW2A MW2B Option

Extent of impact on Amenity impact on private residences Low Negligible Low existing land use activities Impact on Echuca Lawn Tennis Club - replacement of Low Neutral Low courts/amenity

Impact on other recreation facilities Negligible Neutral Negligible

Amenity impact to Echuca Cemetery – additional road Neutral Negligible Negligible to north of cemetery resulting in noise and visual impacts

Impact to Southern 80 Ski Race – Bridge piers to be Neutral Neutral Neutral constructed outside the main river channel and bridge construction would avoid impact on staging and operation of event

Amenity impacts to picnic area near boat ramp Low Low Low

Impact to boat ramp – road operation Neutral Neutral Neutral

Severance to passive use of Victoria Park Negligible Moderately Negligible poor

Amenity impact to Echuca Holiday Park Low Low Low

Amenity impact to Merool Caravan Park Neutral Low Neutral

Extent of impact on Improved connectivity between Echuca and Moama Well Well Well access and mobility including emergency access

Provision of additional 1 in 100 year flood free crossing Well Well Well

Improved pedestrian and cycle connectivity between Well Well Well Echuca and Moama and Echuca West residents

From a social perspective, the Mid-West Option is  To minimise adverse social and land use effects, the better performing option as it would have the including impacts on existing uses of the Crown least impact and severance on the passive use area land. of Victoria Park and less disruption to Echuca The preferred alignment provides improved Cemetery and residential areas around Jarman transport connectivity and efficiency with the least Street. All options would provide significant benefits environmental effects due to: to the Echuca and Moama communities through increased connectivity, security of access across the  Utilisation of Warren Street, an existing road Murray River and improved amenity in both town alignment (in part) and the shortest alignment centres. through Victoria Park, which reduces the extent of vegetation losses 4.6.4 Conclusion  A proposed construction technique over the Both the preliminary review and options assessment culturally sensitive sand hill to protect cultural confirmed that the Mid-West Option is the preferred heritage values alignment, as it meets VicRoads' project objectives  The least severance of the passive use area of and performs better than the alternative options Victoria Park. when assessed against the following draft EES evaluation objectives: Following the nomination of the preferred alignment, and in consultation with the former Department of  To avoid or minimise adverse effects on native Transport Planning and Local Infrastructure, it was vegetation and listed flora and fauna species and agreed that the technical assessments for the EES ecological communities, and address would focus on the preferred alignment. Accordingly, opportunities for potential losses consistent with the technical appendices of this EES and chapters 8 relevant policy to 19 assess the potential impacts and benefits of  To avoid or minimise adverse effects on the preferred alignment only. Aboriginal and historic cultural heritage value

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Figure 4-2 Preferred alignment (Mid-West Option), with chainages and proposed Right-of-Way

5-1 5 EES assessment framework and approach

5.1 Introduction 5.2 EES framework The EES framework was developed to be consistent The EES assessment framework is built on with the principles of a systems and risk-based information obtained by VicRoads through earlier approach to assessment, and to build on existing investigations between 2009 and 2013. information obtained and studies undertaken by The EES assessment framework comprises of three VicRoads. This existing information informed the elements: preliminary assessment of alignment options and enabled selection of the preferred alignment.  The EES Scoping Requirements and draft Evaluation Objectives developed by the former Specialists and VicRoads then identified key risks Department of Transport, Planning and Local and investigated impacts associated with the Infrastructure (DTPLI) preferred alignment. Environmental management measures to address these were developed having  The objectives of relevant legislation, policies regard to existing environmental conditions, draft and guidelines EES Evaluation Objectives, relevant legislation,  policy and guidelines, and VicRoads’ Project VicRoads’ Project Objectives, as included in Objectives. Chapter 2, which are more general and relate to delivery of the Project. This chapter presents an overview of this process and an explanation of the environmental risk and These elements have informed the impact impact assessment methodology. Chapter 4 assessments undertaken by specialists to assess the documents the approach to options assessment and environmental impact and potential benefits of the selection of a preferred alignment for the Echuca- project, and to inform the development of project Moama Bridge Project (the Project). specific management measures.

5-2

5.2.1 EES Evaluation Objectives The draft EES Evaluation Objectives contained in the Scoping Requirements were developed by the former DTPLI to guide assessment of potential effects of the Project. The EES addresses the draft Evaluation Objectives, with each section highlighting the relevant objectives. Table 5-1 lists the draft Evaluation Objectives and relevant legislation, policies and guidelines, which are also further discussed in the chapters and technical appendices.

Table 5-1 Draft EES Evaluation Objectives, legislation, policies and guidelines

Draft EES Evaluation Relevant Relevant Commonwealth and Victorian Relevant Objective Commonwealth and policies/guidelines EES Victorian legislation chapter

Road safety and  Transport Integration  National Land Freight Strategy Discussion Chapter 8 capacity: Act 2010 paper (2011) To improve accessibility and  Road Management Act  Plan Melbourne (2014) connectivity for the people 2004  Loddon Mallee North Regional Growth Plan of Echuca-Moama and the  Planning and (2014) wider region by providing Environment Act 1987 for existing and future  Victoria’s Road Safety Strategy 2013-2022 traffic capacity and safety  Victoria’s Road Safety Action Plan 2013- needs. 2016  Victoria, the Freight State (2013)  Campaspe Walking and Cycling Strategy (2007)  Campaspe Planning Scheme

Biodiversity:  Environment  Biodiversity Assessment Guidelines 2013 Chapter 9 Protection and To avoid or minimise  Native Vegetation Information Management Chapter 10 adverse effects on native Biodiversity (EPBC) system 2014 vegetation and listed flora Act 1999  State Environmental Protection Policy and fauna species and  Flora and Fauna (Waters of Victoria) 2003 ecological communities, and Guarantee (FFG) Act address opportunities for 1988  Campaspe Planning Scheme offsetting potential losses  Wildlife Act 1975  North Central Regional Catchment Strategy consistent with relevant 2013-19 policy.  Planning and Environment Act 1987  Environment Protection Act 1970  Fisheries Act 1995  Water Act 1989  Catchment and Land Protection Act 1994

Cultural heritage:  Aboriginal Heritage Act  Australian International Council of Chapter 11 To avoid or minimise 2006 Monuments and Sites’ Charter for the Chapter 12 Conservation of Places of Cultural adverse effects on  Environment Aboriginal and historic Protection and Significance (known as the Burra Charter) cultural heritage values. Biodiversity Act 1999  Aboriginal Heritage Regulations 2007  Heritage Act 1995  National Trust  Planning and  Victorian Heritage Register Environment Act 1987  Heritage Inventory  Campaspe Planning Scheme

5-3

Draft EES Evaluation Relevant Relevant Commonwealth and Victorian Relevant Objective Commonwealth and policies/guidelines EES Victorian legislation chapter

Social and land use:  Planning and  Campaspe Planning Scheme Chapter 13 Environment Act 1987 To minimise adverse social  Campaspe Planning Scheme Review Report Chapter 14 and land use effects,  Land Acquisition and 2014 including impacts on Compensation Act  Echuca South East Industrial and existing uses of the Crown 1986 Commercial Growth Corridor Land Strategy land.  Crown Land 2011 (Reserves) Act 1978  Echuca Housing Strategy 2011  Transport Integration  Victoria Park & Environs Master Plan 2010 Act 2010  Draft Open Space Strategy 2014  Plan Melbourne (2014)  Loddon Mallee North Regional Growth Plan (2014)  A Fairer Victoria – Real Support, Real Gains (2010)  Securing Victoria’s Economy (2013)  Victoria in Future (2014)  Shire of Campaspe Council Plan (2013- 2017)

Landscape and visual  Environment  Campaspe Planning Scheme Chapter 15 amenity: Protection and To minimise adverse Biodiversity landscape and visual Conservation Act 1999 amenity effects on values of  Planning and the area, including the Environment Act 1987 Murray and Campaspe  Transport Integration rivers and floodplains. Act 2010

Catchment values:  Water Act 1989  Environment Protection (Industrial Waste Chapter 16 Resource) Regulations 2009 To maintain floodplain  Planning and Chapter 17 functions, hydrology, values Environment Act 1987  Industrial Waste Management policy of surface water, (Waste Acid Sulfate Soils) 1999  Catchment and Land groundwater and Protection Act 1994  State environment protection policy geomorphic stability of (Waters of Victoria) 2004 proximate sections of the  Environment lower Campaspe and Protection Act 1970  State environment protection policy (Groundwaters of Victoria) 1997 Murray rivers.  State environment protection policy (Prevention and Management of Contamination of Land) 2002  North Central Regional Catchment Strategy 2013-19  Campaspe Planning Scheme

5-4

Draft EES Evaluation Relevant Relevant Commonwealth and Victorian Relevant Objective Commonwealth and policies/guidelines EES Victorian legislation chapter

Amenity:  Environment  National Environment Protection (Air Chapter 18 Protection Act 1970 Quality) Measure (Air Quality NEPM) To minimise noise, air quality and other amenity  Planning and  National Environment Protection (Air effects to the extent Environment Act 1987 Toxics) Measure (Air Toxics NEPM) practicable.  Transport Integration  State environment protection policy (Air Act 2010 Quality Management) 2001  State environment protection policy (Ambient Air Quality) 1999  VicRoads Traffic Noise Reduction Policy 2005  Road Design Note - RDN 06-01 July 2010  VicRoads Traffic Noise Measurement Requirements for Acoustic Consultants (2011)  VicRoads Noise Guidelines – Construction and Maintenance Works (2007)  EPA 1254-2008 Guidelines for Noise Control  Australian Standard 2702-1984 Acoustics- Methods for the Measurement of Road Noise  EPA 480-1996 Environmental Management Guidelines for Major Construction Sites  Campaspe Planning Scheme

Economic:  Planning and  Victoria, the Freight State (2013) Chapter 19 Environment Act 1987 To provide road  Plan Melbourne (2014) infrastructure that fosters a  Loddon Mallee North Regional Growth Plan viable level of economic (2014) performance for the local and regional economy of  Campaspe Planning Scheme Echuca-Moama.

Environmental  Environment Effects Chapter 20 Management Act 1978 Framework:  Environment To provide a transparent Protection Act 1970 framework with clear  Planning and accountabilities for Environment Act 1987 managing environmental effects and hazards associated with construction, operation and rehabilitation phases of the Project, in order to achieve acceptable environmental outcomes.

Sustainable  Environment Effects  VicRoads Access Management Policies All development: Act 1978 (2006) Overall, to demonstrate that  Planning and  National Land Freight Strategy Discussion the Project would achieve a Environment Act 1987 paper (2011) balance of economic, social  Transport Integration  Plan Melbourne (2014) and environmental Act 2010 outcomes that contribute to  Loddon Mallee North Regional Growth Plan ecologically sustainable (2014) development and provide a  Victoria’s Road Safety Strategy 2013-2022 net community benefit over  the short and long-term. Victoria’s Road Safety Action Plan 2013- 2016  Victoria, the Freight State (2013)

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5.3 Summary of approach to EES Risks were assessed for likelihood (Table 5-2) and consequence (Table 5-3), depending on whether investigations VicRoads and Roads and Maritime Services (where The environmental investigations comprised: applicable) standard environmental protection and design measures were implemented. Consequence Existing conditions assessment criteria were developed with reference to existing Specialists assessed existing conditions through conditions, the requirements of relevant legislation desktop and field investigations to determine the and guidelines, the draft EES Evaluation Objectives current assets and values within each study area. and the outcomes of stakeholder consultation. These existing conditions were identified as a An initial risk rating was then assigned to each risk. baseline against which the potential impacts of the Project could be assessed. The existing conditions Table 5-4 shows the matrix used to allocate the risk assessments used information from previous rating. Some risks could not be rated definitively planning and environmental assessments detailed in because of incomplete information. In these cases, Chapter 2. This information was then updated, conservative assessments were made based on the where required. maximum credible consequence. After initial ratings, additional Project-specific Options assessment and preferred environmental management measures were alignment selection considered. Likelihood and consequence ratings were revised to identify residual risks. The options assessment was conducted by discipline specialists to cover key factors that would differ A preliminary risk register was completed by the between the alignments. Further detail about the specialists (refer to EES Technical Appendix P – Risk options assessment is provided in Chapter 4. Register). A multi-disciplinary risk workshop was held in September 2014 which allowed specialists to Risk and impact assessment and identify and discuss interrelated risks. Environmental Management Framework The Project-specific environmental management Specialists participated in an environmental risk measures were then refined to reduce residual risks assessment process for the preferred alignment. The where possible. Impacts were reassessed, environmental risk assessment process is outlined in considering: Section 5.4. The purpose was to identify any risks  Positive and negative changes or impacts requiring more detailed assessment of their impacts; and to develop Project-specific environmental  Direct and indirect impacts management measures to minimise the likelihood  Spatial and temporal changes and consequences of these risks.  The ability of the environmental resource or This process prioritised activities and events with system to recover relatively high levels of risk above those with a lower level of risk and those readily managed through  The ability to reduce or mitigate the impact. VicRoads and Roads and Maritime Services (where The final residual risk rating reflects the likelihood applicable) standard environmental protection and consequence of the risk following the measures. implementation of both VicRoads and Roads and Specialists also assessed how the Project addressed Maritime Services standard environmental protection the draft EES Evaluation Objectives. This iterative measures, and the final Project-specific process informed the final environmental environmental management measures. management measures described in Chapter 20. An extract of the final risk register for each of the specialist disciplines is included and discussed 5.4 Risk and impact assessment further in the relevant technical chapters of the EES. The risk assessment process was based on AS/NZS Note: The impact assessments for social, economy, ISO 31000:2009: Risk Management. A brief planning and land use, and landscape and visual description is provided below and a summary impacts were not based on an environmental risk diagram is shown in Figure 5-1. framework. Assessment for these disciplines focuses on predicted change rather than the risk of Specialists identified cause-and-effect impact environmental harm, and interpretation of impacts is pathways, considering the links between activities more qualitative and therefore more difficult to and potential consequences that create measure. The impact assessment approach for these environmental risks. disciplines involved predicting the likely temporary and permanent changes of the Project on existing conditions. Impact assessments for all disciplines included assessment of the level of impact against the ‘No Project’ scenario. Note: Any acronyms presented in Table 5-3 can be found in Chapter 23.

5-6

Figure 5-1 Environmental risk assessment process

Table 5-2 Likelihood categories

Descriptor Explanation

Almost Certain The event is expected to occur in most circumstances

Likely The event will probably occur in most circumstances

Possible The event could occur

Unlikely The event could occur but is not expected

Rare The event may occur only in exceptional circumstances

Table 5-3 Consequence criteria

Aspect Insignificant Minor Moderate Major Catastrophic

Road safety No vehicle Property damage More than 3 More than 2 minor At least one (during crashes occur only (maximum property damage injury crashes or fatality crash construction) during of 3 instances crashes or up to 2 at least one severe during construction during minor injury injury crash during construction along the construction crashes during construction period period

preferred period) construction period alignment

Road safety Project delivers Project delivers Project does not Detectable adverse Significantly (during significant road road safety deliver road safety change in road detectable operation) safety benefits to benefits to all benefits to safety conditions adverse change andtransport all transport transport modes transport modes in resulting in in road safety modes, as to a lesser extent the area of the observable conditions

Traffic Traffic anticipated than anticipated Project. Negligible increase to resulting in adverse impacts to occurrence of significant occurrence of casualty crash observable casualty crash accidents increase to accidents occurrence of casualty crash accidents

5-7

Aspect Insignificant Minor Moderate Major Catastrophic

Traffic No change to Minor diversions Diversions of up to Diversions of more Properties accessibility access routes required (up to 1,000m required; than 1,000m inaccessible for during during 250m) and less or between 5,000 required; or more an extended construction construction than 5,000 and 20,000vpd than 20,000vpd period (greater vehicles per day affected affected than two weeks) (vpd) affected

Traffic No change to Decrease in the Decrease in the Decrease in the Decrease in the conditions traffic conditions level of service LOS to D at more LOS to E or F for at LOS to E or F for during (LOS) to D at than two locations least one hour per more than one construction one or two for at least one day hour per day locations for at hour per day least one hour per day

Listed No change Removal of <1% Removal of >1% Removal of >1% Removal of >1% Threatened detected for any of the Project of the Project area of the regional of the State Fauna species fauna species area population population but population but population for an listed under the for an EPBC <1% of the <1% of the State EPBC listed EPBC Act, FFG listed species regional area population for an species Act or DELWP OR population for an EPBC listed species Advisory List EPBC listed species Removal of <1% OR of the regional OR Removal of >2% area population Removal of >1% of the State for an FFG or of the regional population for an DELWP advisory population but FFG or DELWP listed species <2% of the State Advisory listed population for an species FFG or DELWP Advisory listed species

Listed No change Removal of < Removal of >1% Removal of >1% Removal of >1% Threatened detected for any 1% of the of the Project area of the regional of the State Flora species flora species Project area population but population but population for an listed under the population for an <1% of the <1% of the State EPBC listed

EPBC Act, FFG EPBC listed regional area population for an species Act or DELWP species population for an EPBC listed species Advisory List OR EPBC listed species OR OR Removal of <1% Removal of >2% of the regional Removal of >1% of the State area population of the regional population for an for an FFG or population but FFG or DELWP DELWP advisory <2% of the State Advisory listed listed species population for an species Biodiversityand habitat FFG or DELWP Advisory listed species

Scattered Trees Removal of <5 Removal of 6-50 Removal of 51-300 Removal of 301- Removal of >500 scattered trees scattered trees scattered trees 500 scattered scattered trees (including MTs, (including MTs, (including MTs, trees (including (including MTs, LOTs and VLOTs) LOTs and VLOTs) LOTs and VLOTs) MTs, LOTs and LOTs and VLOTs) VLOTs)

Ecological No measurable Loss of < 0.1% Loss of 0.1 - 1% of Loss of >1% but Loss of >5% of Vegetation impacts on the of an EVC of an EVC of High or <5% of an EVC of an EVC of High Classes (EVCs) extent of an EVC High or Very Very High High or Very High or Very High High conservation conservation conservation conservation significance from significance from significance from significance from the region (based the region (based the region the region on the total area of on the total area of (based on the (based on the an EVC from the an EVC from the total area of an total area of an bioregion). No net bioregion). No net EVC from the EVC from the loss achievable loss achievable bioregion). No bioregion). No net loss not net loss achievable achievable

5-8

Aspect Insignificant Minor Moderate Major Catastrophic

EPBC and FFG No measureable Loss of <1ha of Loss of 1 -10ha of Loss of 10-50ha of Loss of >50ha of listed impact on the an EPBC or FFG an EPBC or FFG an EPBC or FFG an EPBC or FFG communities extent of a Act listed Act listed Act listed Act listed community listed community community community community under the EPBC or FFG Act

Listed No change Removal of <1% Removal of >1% Removal of >1% Removal of >1% threatened detected for any of the study area of the study area of the regional of the State aquatic fauna aquatic fauna population for an population but population but population for an species species listed EPBC listed <1% of the <1% of the State EPBC listed under the EPBC species regional area population for an species Act, FFG Act or OR population for an EPBC listed species DELWP Advisory EPBC listed species OR List Removal of <1% of the regional OR Removal of >2% area population Removal of >1% of the State for an FFG or of the regional population for an DELWP advisory population but FFG or DELWP listed species <2% of the State Advisory listed population for an species FFG or DELWP Advisory listed species

Listed No change Removal of <1% Removal of >1% Removal of >1% Removal of >1% threatened detected for any of the study area of the study area of the regional of the State aquatic flora aquatic flora population for an population but population but population for an species species listed EPBC listed <1% of the <1% of the State EPBC listed under the EPBC species regional area population for an species Act, FFG Act or OR population for an EPBC listed species DELWP Advisory EPBC listed species OR List Removal of <1% of the regional OR Removal of >2% area population Removal of >1% of the State

Aquatic for an FFG or of the regional population for an DELWP advisory population but FFG or DELWP listed species <2% of the State Advisory listed population for an species FFG or DELWP Advisory listed species

Impedance to Fish passage not Fish passage Fish passage Fish passage Permanent passage of affected restricted during obstructed during restricted obstruction to aquatic fauna construction construction period permanently fish passage period

Impacts to No detectable Short-term Short-term Long-term Long-term aquatic habitat change in isolated localised detectable changes detectable aquatic habitats detectable detectable changes in aquatic habitats changes in changes in in aquatic habitats which are aquatic habitats aquatic habitats in study area significant in the which are in the study area study area, or significant within short-term the Central and detectable changes Lower Murray in aquatic habitats River within the Central and Lower Murray River

5-9

Aspect Insignificant Minor Moderate Major Catastrophic

Impacts to No detectable Short-term Short-term Long-term Long-term floodplain change in isolated changes localised changes changes to changes to habitat for floodplain habitat to floodplain to floodplain floodplain habitat floodplain habitat aquatic species for aquatic habitat for habitat for aquatic for aquatic species for aquatic and floodplain species or aquatic species species within the within the study species beyond ecological ecological within the study study area area the study area function function area OR OR and detectable impacts to Detectable impacts Detectable impacts ecological to ecological to ecological function of function of function of floodplain within floodplain within floodplain within the Central and study area the Central and Lower Murray Lower Murray River, beyond River, beyond the the study area study area

Aboriginal It is not possible Destruction of Destruction of Destruction of rare Destruction of a cultural heri5-4. to insignificantly common common occurrence site site containing: tage affect cultural occurrence site occurrence site (e.g. Burnt i) a burial heritage values containing a containing: mounds) small number of containing A response to i) a larger number artefacts (<10) OAAV identifying of artefacts (>10) i) a large number that these site or a limited but limited range and diverse range range of cultural types were of of cultural of cultural high cultural materials with no materials, and/or materials, and/or evident heritage stratification ii) some intact ii) largely intact significance and stratified deposit stratified deposit, their presence remains and/or could prevent Site is destroyed construction of iii) surface spatial or in a an alignment patterning of deteriorated Site in fair to good cultural materials condition with a condition, but with that still reflect the high degree of some disturbance way in which the

disturbance with cultural materials some cultural were laid down materials remaining Site in an excellent condition with little or no disturbance. Culturalheritage For surface artefact scatters this may mean that the spatial patterning of cultural materials still reflects the way in which the cultural materials were laid down

Historic Negligible impact Disturbance to a Complete removal Disturbance of a Complete heritage to heritage sites. locally significant of heritage site of heritage site of removal of a Sites remain heritage feature local significance state or national heritage site of intact/unaffected or site (HO or (HO); and or significance (VHR, state or national DELWP local disturbance of a and/or the significance listing) historical heritage National Heritage (VHR, National inventory site (HI) List) Trust or National Heritage List)

5-10

Aspect Insignificant Minor Moderate Major Catastrophic

Construction Applicable water Isolated and Minor exceedance Major exceedance Widespread impacts on quality standards minor of applicable water of applicable water exceedance of water quality met across the exceedance of quality standards quality standards applicable water region water quality in a localised area in a number of quality standards standards that local areas across the region are short lived

Operational Applicable water Isolated and Minor exceedance Major exceedance Widespread impacts on quality standards minor of applicable water of applicable water exceedance of water quality met across the exceedance of quality standards quality standards applicable water region water quality in a localised area in a number of quality standards standards that local areas across the region are short lived

Changes to Negligible Changes to Changes to Waterway, Extensive impact water and flow change to waterway, river waterway, river floodplain function to waterway or regime waterway, river health or flow health or floodplain or river health floodplain Hydrology health and flow regime with function with moderately function resulting regime minor moderate compromised over in river health implications in implications in the a wider area, or being irreversibly the immediate immediate area, or significantly disturbed area minor implications compromised in over a wider area the immediate area

Changes to the No additional Slight increase in Medium increase in Significant increase Significant floodplain floodplain flooding of non- flooding at a non- in flooding at a increase in characteristics impacts to any urban areas urban scale or non-urban scale or flooding at an dwellings or slight increase in medium increase urban scale infrastructure flooding at an in flooding at an urban scale urban scale

Construction Negligible Temporary Changes to Groundwater Widespread impacts on change to changes to groundwater regime, quality or groundwater groundwater groundwater groundwater regime, quality availability resource regime, quality regime, quality and availability significantly depletion, and availability and availability with minor compromised contamination or

but no significant groundwater subsidence implications implications for a localised area

Operational Negligible Changes to Changes to Groundwater Widespread impacts on change to groundwater groundwater regime, quality or groundwater Groundwater groundwater groundwater regime, quality regime, quality availability resource regime, quality and availability and availability significantly depletion, and availability but no significant with minor compromised contamination or implications groundwater subsidence implications for a localised area

Potential for No potential for Potential for Potential for Potential for Potential erosion, erosion, scouring erosion, scouring erosion, scouring erosion, scouring significant scouring/ or sediment and sediment and sediment and significant erosion, scouring sediment generation mobilisation in mobilisation in mobilisation of widespread generation small isolated multiple locations sediment along sediment locations along along the sections of the mobilisation and the alignment alignment alignment instability along the majority of the alignment

Land No potential for Potential for Potential for Potential for gross Potential for contamination encountering minor land moderate land land gross and (historic, land contamination, contamination, contamination, widespread land construction or contamination but minimal risk some risk to confined to a contamination. operation) with no risk to to sensitive sensitive receivers localised area. Significant risk to Soilsand geology sensitive receivers Significant risk to sensitive receivers sensitive receivers receivers

Soil settlement No potential for Potential for Potential for Potential for Potential for due to poor soil settlement some soil significant soil significant soil significant soil ground settlement in settlement in settlement along settlement for conditions small isolated isolated locations multiple locations the majority of locations along along the of the alignment the alignment the alignment alignment

5-11

Aspect Insignificant Minor Moderate Major Catastrophic

Emissions Applicable air Isolated Minor temporary Permanent Exceedance of during quality standards temporary exceedance of air exceedance of air air quality construction at all sensitive exceedance of quality standards quality standards standards are and operation receptors met air quality at a local level at a local level widespread in Air standards at the region sensitive receptors on an isolated basis

Construction Applicable noise Isolated and Exceedance of Exceedance of Widespread noise outside standards met at temporary applicable noise applicable noise exceedance of normal working all sensitive exceedance of standards in a local standards in a applicable noise hours receptors noise standards area number of local standards across at a sensitive areas the region receptor

Construction of Applicable noise Isolated and Exceedance of Exceedance of Widespread the Project and vibration temporary applicable noise applicable noise exceedance of would result in standards met at exceedance of and vibration and vibration applicable noise temporarily all sensitive noise and standards in a local standards in a and vibration increased receptors vibration area number of local standards across ambient noise standards at a areas the region and vibration sensitive levels at receptor sensitive Noise receptors

Traffic noise Applicable noise Isolated and Exceedance of Exceedance of Widespread during standards met at temporary applicable noise applicable noise exceedance of construction all sensitive exceedance of standards in a local standards in a applicable noise receptors noise standards area number of local standards across at a sensitive areas the region receptor

Traffic noise Applicable noise Isolated and Exceedance of Exceedance of Widespread during standards met at temporary applicable noise applicable noise exceedance of operation all sensitive exceedance of standards in a local standards in a applicable noise receptors noise standards area number of local standards across at a sensitive areas the region receptor

Table 5-4 Risk rating matrix

Consequence

Likelihood Insignificant Minor Moderate Major Catastrophic

Almost certain Low Medium High Extreme Extreme

Likely Low Medium High High Extreme

Possible Negligible Low Medium High High

Unlikely Negligible Low Medium Medium High

Rare Negligible Negligible Low Medium Medium

6-1 6 Project description

6.1 Introduction of approximately 1.5km where a roundabout would be constructed on Warren Street. Additional This chapter outlines the physical footprint, relevant roadworks to upgrade Warren Street to above the design elements, and an indicative construction 100 year average recurrence interval (ARI) would be methodology for the Mid-West Option (the preferred undertaken between the new roundabout south-west alignment). of Campaspe Esplanade and the existing bridge over the Campaspe River. The Project description outlines the two Project stages consisting of the initial alignment – rural From the new roundabout south-west of Campaspe highway standard (one lane in each direction) and Esplanade, the preferred alignment diverts to the the potential ultimate duplication (two lanes in each north-west, over Campaspe Esplanade and the direction). The initial alignment would be Campaspe River. North of the Campaspe River, the constructed in the first instance, although sufficient preferred alignment bridges over the western end of land would be reserved for ultimate duplication of Crofton Street and turns in a north-easterly the road and bridges as and when traffic volumes direction, crossing the former Echuca Secondary warranted this being undertaken in the future. College site and the western end of the Echuca Lawn Tennis Club courts. The preferred alignment then The objective of the EES is to identify and assess the crosses Victoria Park to the northern side of Echuca potential effects resulting from the Project. Holiday Park and immediately north of the existing Therefore, the impact assessments have focused on boat ramp at the Murray River. the ultimate duplication as it would result in a larger footprint and the greatest potential environmental The alignment includes an approximately 650m long impacts. bridge extending over the Murray River (including a clear span over the river of approximately 90m), This chapter outlines the details of the whole Project elevated carriageways over the floodplain within (both within Victoria and New South Wales). NSW and connects with the Cobb Highway at However, the EES only applies to the extent of Meninya Street. The Project would also include Project impacts within Victoria (which is defined by intersection upgrades on the Cobb Highway at its the high water mark on the southern boundary of intersection with Meninya Street and Perricoota Road the Murray River). To a greater or lesser extent (Moama-Barham Road) including reconnection of some impacts are discussed in a context that applies Francis Street to the Cobb Highway for vehicles. across the state boundary, particularly those relating to biodiversity and habitat, aquatic ecology, noise The design provides for construction of a shared off- and vibration, and landscape character and visual road pedestrian/bicycle pathway along the entire amenity. length of the preferred alignment and includes connections to the existing paths within Victoria The Project would include a Planning Scheme Park. Amendment within Victoria that applies a Public Acquisition Overlay to land which is sufficient to The design also provides for the upgrade of existing include a four lane divided carriageway. The connections to the two-way service road between Planning Scheme Amendment would also apply an Homan Street and Redman Street to provide safer exemption from the need for planning permission for access to, and egress from, Warren Street. future works by way of inclusion of an incorporated document in the Planning Scheme. 6.3 Project timing Construction of the initial alignment would be 6.2 Preferred alignment subject to the provision of funding and is expected The preferred alignment is approximately 4.3km in to take up to three years to complete. Timing for the length and provides for a second flood free road ultimate duplication is subject to future traffic connection between the Murray Valley Highway in demand and regional urban growth. Echuca and the Cobb Highway in Moama (refer to Once planning and environmental approvals are Chapter 4 Figure 4-2). The design includes duplicate obtained, the two main activity sequences which carriageways on all approaches to the arterial road follow are pre-construction and construction. After intersections with twin lanes in each carriageway. funding becomes available, the land acquisition and The width of the preferred alignment would vary in pre-construction activities may commence. order to accommodate the footprint required for The pre-construction phase would include detailed earthworks and bridge construction. Typical cross- site investigations, land acquisition and detailed sections are described in section 6.9. design, and take around six to nine months to complete. The acquisition of land for the The preferred alignment commences at the construction of the Project would include land intersection of the Murray Valley Highway and required for the ultimate duplication. Depending on Warren Street, Echuca, where a large diameter, the method of project delivery (e.g. a construct three leg roundabout would be constructed. only, or a design and construct contract), detailed From the Murray Valley Highway roundabout, the design may be undertaken concurrently with land preferred alignment extends north-east along acquisition. Tendering the contract for construction Warren Street (Cohuna-Echuca Road), for a distance would take around six months until award.

6-2

6.4 Initial construction and 6.5.3 Warren Street to Meninya Street provision for ultimate This would include the construction of a section of duplication new road, including the Campaspe and Murray River bridges and shared pathway, between Warren Construction of the initial alignment of the Echuca- Street, Echuca and Meninya Street, Moama. Moama Bridge would be consistent with a rural A shared pathway would be provided along the highway standard, two-lane, two-way carriageway. length of the alignment from Warren Street to Most existing local road and property access would Meninya Street. The shared pathway would be at be maintained. In some instances, local road grade and adjacent to the preferred alignment, connectivity may change with alternative access except at the Campaspe and Murray rivers where it arrangements provided. Access to all properties would be provided on the bridge structures. would be maintained. The proposed configurations of the arterial road 6.5.4 Cobb Highway upgrade intersections are consistent for the initial alignment and ultimate duplication. These intersections are: Works would include installation of new traffic signals at the Perricoota Road/Cobb Highway and  Murray Valley Highway/Warren Street, Echuca Meninya Street/Cobb Highway intersections in Moama. Works would also include the re-opening of  Warren Street/new road, Echuca vehicular access between Francis Street and the  Meninya Street/Cobb Highway, Moama Cobb Highway.  Perricoota Road/Francis Street/Cobb Highway, Moama. 6.6 Design guidelines For the ultimate duplication, provision is made for The design standards used for the Project are based the second carriageway to be constructed on the on the Austroads Guide to Road Design series and western side of the initial alignment, except for VicRoads Supplements (VicRoads, 2010). works along Warren Street, which would be on the south-east side of the initial alignment. The alignment and geometry of the proposed carriageways would be similar for both the initial The ultimate duplication would include the same alignment and the ultimate duplication. The works access arrangements as those proposed in the initial required for the ultimate duplication would therefore alignment. be primarily associated with changes to the approaches to the arterial road intersections and 6.5 Potential construction staging construction of the duplicate carriageway. Duplication would occur on the south-east side of There is potential to construct the Project in a Warren Street and on the western side of the number of stages (either concurrently or at different alignment from Warren Street to the Cobb Highway. times) or as a single contract. Potential staging of construction is outlined below. 6.7 Gradeline 6.5.1 Roundabout at Murray Valley The concept design for the preferred alignment Highway provides for the new roadway across the floodplain, from Warren Street in Victoria to the Cobb Highway There is potential for the roundabout at the in NSW, to be elevated so that it would be above the intersection of the Murray Valley Highway and one per cent Annual Exceedance Probability (AEP) Warren Street to be constructed ahead of the overall flood level (i.e. it would have a one per cent chance Project, subject to the allocation of funding. of being flooded in any particular year, also described as the 1:100 ARI level). East of the 6.5.2 Upgrade to Warren Street proposed Warren Street roundabout to the existing Campaspe River bridge, the Warren Street This would include the upgrade of Warren Street carriageway would be above the 1 per cent AEP between the Murray Valley Highway and the existing flood level. Campaspe River bridge, including the new roundabout on Warren Street to the west of This means the preferred alignment would provide a Campaspe Esplanade. second flood free crossing between Echuca and Moama for the 1 per cent AEP flood level. At this elevation, the new carriageway in the floodplain would be up to 15m above the natural surface level. The maximum gradeline is 3.6 per cent on the approach to the Murray River bridge.

6-3

The bridge over the Murray River would provide a minimum of 9m clearance for the passage of paddle steamers at the highest flow level at which they are permitted to operate by NSW Roads and Maritime Services. The preferred alignment has been designed with extensive lengths of bridging and/or culverts across the floodplain so as not to increase flood levels in adjacent residential and open space areas within Echuca and current open space within Moama.

6.8 Posted speed limits

The preferred alignment has a design speed of 90km/h and would have a posted (signed) speed limit of 80km/h on road and bridge structures.

6.9 Typical cross sections

6.9.1 Initial alignment cross section With the construction of the initial alignment, Warren Street would have a single 3.5m wide lane in each direction with a 2.5m sealed shoulder/bicycle lane on the left side of each traffic lane as shown in Figure 6-1. The cross section would be very similar for the new road from Warren Street to the Cobb Highway (refer Figure 6-2). However, the sealed shoulder/bicycle lane on the left side of each traffic lane would vary in width from 2.5m on fill, to 2m on the bridges over the Campaspe and Murray rivers and on the approach to the intersection with Meninya Street. A 3m wide off-road shared pedestrian/cycle pathway would be provided along the length of the south-east side of the preferred alignment, and this would connect to the existing pedestrian and cycle networks in Echuca and Moama. The shared pathway would be separate from the road formation at the existing surface level, except at the Campaspe and Murray River bridges where the shared pathway would traverse the road formation batter slopes on the approaches to the bridges and form part of the bridge structures. At the roundabout at the intersection of the Murray Valley Highway and Warren Street and at the proposed roundabout on Warren Street, connections to the off-road shared pathway would be provided for on-road cyclists using the sealed road shoulders (refer Figure 6-1). The width of the proposed road reserve would vary in order to accommodate the footprint required for earthworks and bridge construction.

6-4

Figure 6-1 Typical cross section of Warren Street showing initial alignment and ultimate duplication

Figure 6-2 Typical cross section of Campaspe and Murray River bridges showing the initial alignment and ultimate duplication

Figure 6-3 Typical cross section of approaches to Campaspe and Murray River bridges showing the initial alignment and ultimate duplication

6-5

6.9.2 Ultimate duplication cross section The ultimate duplication cross section for the Murray Warren Street is situated within an existing floodway River and Campaspe River crossings would comprise and the existing level of the road is overtopped in a two bridges at each river crossing separated by a 20 year Average Recurrence Interval event (i.e. a 4.6m wide gap. The additional bridge structures rainfall event that would be expected to recur on would be located on the downstream side of the average once every 20 years). The height of the initial stage bridges and would comprise two 3.5m section of Warren Street between the Murray Valley wide lanes; a 2m wide shoulder to the left side and a Highway and the proposed Warren Street 1m wide shoulder to the right side of the traffic roundabout would remain at or near the existing lanes (refer Figure 6-2). road level. Works within this location would also include an upgrade of the existing flood relief On the approaches to the bridges the ultimate structures under the carriageway on Warren Street, duplication would provide for four lanes separated providing adequate clearance for movement of flood by a 5.1m wide median with two 2.5m wide bicycle waters. lanes to the left of the slow lanes (refer Figure 6-3). Kerb and channel would be constructed along the Along Warren Street the traffic lanes in each full length of the ultimate duplication to direct road direction would be separated by a 2.5m wide median run-off to spill/retention basins prior to discharging and would include two 2.5m wide bicycle lanes to the water to the floodplain. The initial alignment the left of the slow lanes (refer Figure 6-3). would not include kerb and channel on Warren Street from Murray Valley Highway to Homan Street. 6.10 Proposed structures In order to sustainably manage surface water run- The Project would include new bridge crossings of off and protect water quality, the Project would be the Murray River and Campaspe River. Flood relief constructed and operated in accordance with the structures including bridging and/or culverts would VicRoads Integrated Water Management Guidelines be provided over low lying flood prone land, (VicRoads, 2013). providing adequate clearance for movement of flood Specifically VicRoads proposes to: waters. The piers of the Campaspe and Murray River bridges would be constructed outside the river  Use erosion and sedimentation controls and channel (summer flow/low water mark extent). other best practice environmental management techniques to prevent sediment laden run-off Typical cross sections of the proposed bridges are from leaving construction sites shown in Figure 6-2 and Figure 6-3. The bridge lengths proposed as part of the preferred alignment  Utilise non-potable (non-drinking water quality) are shown in Table 6-1. Bridge structures would be water for construction activities wherever designed to be simple and elegant structures that practicable. make a positive visual contribution to the environment. 6.11 Intersections and access Table 6-1 Proposed bridge locations and controls lengths The preferred alignment would provide for safe Approximate intersection and property access in accordance with Location length* (m) Austroads guidelines. Campaspe River bridge 300 Intersections and turning movements have been Victorian floodplain bridge 65 designed to cater for vehicles legally able to use the new roadway for both the initial alignment and the Murray River bridge 650 ultimate duplication. The intersections have been designed for B-Double vehicles (26m in length) and NSW floodplain bridge 45 have been reviewed for an A-Double and a B-Triple (Type 1 road trains) to turn and access the road *Final bridge lengths are subject to detailed design and without interrupting traffic flow (see Figure 6-5). flood modelling requirements As part of the Project, there would be some The location and lengths of the proposed flood relief alterations to the existing road network. structures are depicted in Figure 6-4. The long bridge lengths would continue to enable easy access The existing road network intersecting with the under the structures for vehicles and pedestrians to preferred alignment is summarised in Table 6-2. participate in recreational use of Victoria Park and to provide clearance for the movement of wildlife. The bridge over the Campaspe River would allow vehicle and pedestrian access from Crofton Street to Scenic Drive. The bridge over the Murray River would enable continued use of Scenic Drive and relatively unimpeded use of the existing car park.

6-6

Figure 6-4 Bridge locations and lengths

6-7

Figure 6-5 B-Double and typical A-Double truck dimensions

Table 6-2 Existing road network

Arterial road Local road Existing intersection description

Echuca, Victoria

Murray Valley -  Murray Valley Highway is a sealed two-lane two-way road with sealed shoulders and a Highway/ posted speed limit of 80km/h Mount Terrick  Mount Terrick Road is a sealed two-lane two-way road with unsealed shoulders and a Road (Echuca- posted speed limit of 80km/h Serpentine Road)  Give Way controlled T-intersection from Mount Terrick Road to Murray Valley Highway and left lane diverge from Murray Valley Highway to Mount Terrick Road in a ‘Y’ configuration

Murray Valley -  Murray Valley Highway is a sealed two-lane two-way road with sealed shoulders and a Highway/ posted speed limit of 80km/h Warren Street  Warren Street is a sealed two-lane, two-way road with unsealed shoulders and a (Echuca- posted speed limit of 80km/h Cohuna Road)  Warren Street forms two Give Way controlled T-intersections in a ‘Y’ configuration with Murray Valley Highway

6-8

Arterial road Local road Existing intersection description

Warren Street -  Warren Street is a sealed two-lane, two-way road with unsealed shoulders and a posted speed limit of 80km/h

Nolan  Nolan Street is an unmade road with no constructed access to Warren Street Street

Homan  Homan Street is an unsealed two-way road with sealed sections with no line marking Street leading to the intersection with Warren Street  Homan Street forms a Give Way controlled, median separated staggered T- intersection with Warren Street  Homan Street (west of Warren Street) provides access to the Echuca Cemetery  Homan Street provides local access to residential properties east and west of Warren Street

Redman  Redman Street is an unsealed two-way road with no line marking or posted speed Street limit  Redman Street forms a Give Way controlled cross intersection with Warren Street  Redman Street provides local access to residential properties east and west of Warren Street

Warren  Un-sealed two-lane, two-way road with no line marking or posted speed limit, parallel Street to Warren Street Service  Provides access to residential properties that front Warren Street Road  Forms a T-intersection with Homan Street and a cross intersection with Redman Street immediately west of Warren Street  Multiple informal accesses from the service road to Warren Street

Campaspe  Campaspe Esplanade is an unsealed two-way road with no posted speed limit, and Esplanade forms a staggered T-intersection with Warren Street  Campaspe Esplanade is sealed with line marking on the south approach to the intersection with Warren Street  Campaspe Esplanade provides local access to residential properties

Moama, New South Wales

Cobb Highway/ -  Meninya Street is a two-lane two-way road with a central turn lane and a posted Meninya Street speed limit of 60km/h  Cobb Highway is a two-lane two-way road with a posted speed limit of 60km/h in the vicinity of Meninya Street  Cobb Highway/Meninya Street are continuous

Cobb Highway Perricoota  Cobb Highway is a two-lane two-way road with a posted speed limit of 60km/h in the Road vicinity of Meninya Street (Moama-  Perricoota Road is a two-lane, two-way road with a posted speed limit of 60km/h and Barham forms a Give Way controlled T-intersection with Cobb Highway Road)/ Francis  Perricoota Road provides access to residential developments and local facilities Street  Francis Street does not currently connect to the Cobb Highway, and is a residential street with a posted speed limit of 50km/h

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Intersection configuration changes and access  New road section from Warren Street to Cobb provisions proposed for the preferred alignment are Highway outlined below: • Campaspe Esplanade would be truncated to  Murray Valley Highway the north-west side of Warren Street. Bicycle and pedestrian access along Campaspe • The existing intersection of Murray Valley Esplanade would be maintained under the Highway and Warren Street would be proposed Campaspe River bridge. West of upgraded to a large diameter roundabout to the new road alignment Campaspe Esplanade facilitate freight movement. The existing Y- would be accessible from Redman Street and intersection of the Murray Valley Highway Homan Street. and Mount Terrick Road north of Warren Street would also be upgraded as part of • A new bridge would be constructed over the these works to form a T-intersection with the Campaspe River and Crofton Street/Scenic Murray Valley Highway. Drive. Access from Crofton Street to Scenic Drive would be maintained under the bridge  Warren Street and would have sufficient clearance for • Minor road widening along Warren Street to emergency vehicles. improve the cross section and provide sealed • A new bridge would be constructed over the shoulders. Murray River. • At grade intersections at Warren Street and • Boundary Road in NSW would be truncated. Homan Street would be maintained while Access to the supermarket delivery bay in Warren Street and Redman Street would be Boundary Road would be maintained from maintained and formalised. Perricoota Road. A turning bowl would be • A new 400m right-turn lane would be provided on the Boundary Road truncation to provided along Warren Street to the north- enable supermarket delivery vehicles to east of Homan Street for funeral traffic undertake a U-turn. Bicycle and pedestrian travelling from Echuca and turning right into access would be maintained from Meninya Homan Street to access the Echuca Street to Boundary Road. Cemetery. The extended right-turn lane • Meninya Street would be realigned to form a would improve safety by separating turning T-intersection with the Cobb Highway, and and through traffic on Warren Street. traffic signals would be installed. • Properties fronting the north-west side of • Traffic signals would be installed at the Warren Street would be accessed by two- intersection of Cobb Highway and Perricoota way service roads connected to Homan and Road, and approaches upgraded with right Redman streets. The appropriate standard of turn lanes and left turn slip lanes. the service road would be determined in consultation with Campaspe Shire Council • Francis Street would be reconnected to the and local residents (i.e. retain the service Cobb Highway at Perricoota Road, and would road in its existing, unsealed condition or be a minor leg of the signalised intersection upgrade to a sealed service road with or (no left turn slip lanes would be provided on without kerb and channel). Residents north- Francis Street or the Cobb Highway north east of Redman Street would no longer have approach as this would not be warranted by direct vehicular access onto Warren Street. the local road traffic volumes). • A new three-leg roundabout would be provided on Warren Street, approximately 6.12 Bicycles and pedestrian use 125m south-west of Campaspe Esplanade. Cyclists would be able to travel the length of the There would be provision in the road reserve new road on an off-road shared pathway, which to upgrade this roundabout to a larger would connect into the existing network at Victoria diameter to meet freight movement Park. For both the initial alignment and ultimate requirements. duplication an off-road shared pathway has been • Campaspe Esplanade would be changed to a included within the overall Project footprint. The left-in, left-out staggered T-intersection with proposed shared pathway would provide Warren Street. access/connection to existing tracks within Victoria Park and the surrounding pedestrian network. Shade and shelter requirements would be considered in the design of the shared pathway. Commuter cyclists would be able to ride on the sealed road shoulders. Cyclist/pedestrian crossings would be provided:  Where traffic signals are to be installed at the intersections with Meninya Street and Perricoota Road, Moama

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 Across the Murray Valley Highway on the south  Vehicle lighting from Warren Street to the Cobb side of the proposed roundabout Highway is proposed at intersection approaches only. Shared pathways on the Campaspe and  Under the Campaspe River bridges at Campaspe Murray River bridges would be lit by low level Esplanade and Crofton Street strip lighting/LED lights, to minimise light spill.  Under the flood relief bridge in Victoria Park Provision for vehicle lighting would be included to enable installation if it is required in the  Under the Murray River bridge. future. 6.13 Noise attenuation  Overhead street lighting would be installed on the Cobb Highway and intersection approaches Noise attenuation measures for the Project would be as required. implemented in accordance with the requirements of The traffic signals proposed for the Project are the VicRoads Traffic Noise Reduction Policy (2005). located in NSW at the following locations: The locations of proposed noise mitigation measures are discussed in Chapter 18.  The intersections of Cobb Highway and Meninya Street Mitigation measures would include:  The intersection of Cobb Highway and Perricoota  Low noise emitting pavement on the carriageway Road.  Noise barriers adjacent to the carriageway. 6.15 Landscaping 6.14 Lighting Some vegetation within Victoria Park and along the Street lighting would be provided in accordance with banks of the Campaspe and Murray rivers would Chapter 6 of VicRoads Traffic Engineering Manual need to be removed as part of the Project. The Volume 1 – Traffic Management which states a design and species selection for remedial and specified level of lighting at intersections. Street augmented landscaping would be in keeping with lighting for the preferred alignment would be the existing landscape character. provided as follows:  Overhead street lighting would be installed on 6.16 Refinement of alignments the Murray Valley Highway and Warren Street The concept design for the preferred alignment has carriageways, and on intersection approaches as been progressively refined to accommodate required. No pedestrian lighting is proposed for environmental, social and engineering considerations the shared pathway adjacent to Warren Street. that have arisen out of the extensive planning investigations. Some of the key refinements to the concept design are outlined in Table 6-3.

Table 6-3 Design refinements to the concept design

Chainage/location Refinement

0-200  The geometry of the approach lanes to the roundabout were refined to accord with current engineering standards Roundabout at Murray Valley Highway  The position of the roundabout was refined to retain an existing scarred tree within the centre of the roundabout

200-1,800  The preferred alignment was positioned to allow for the retention of existing Warren Street vegetation along the north-west side of Warren Street  Spill basins have been incorporated in the ultimate duplication along the south- eastern side of Warren Street to manage run-off (to meet EPA Victoria requirements)

1,300-1,600  The intersection was amended from a signalised intersection to a roundabout to allow for improved traffic flow Roundabout in Warren Street  The geometry of the approach lanes to the roundabout were refined to accord with current engineering standards

10,000-10,905  Spill/retention basins were relocated from the eastern side of the new road to the New elevated roadway (Warren western side of the road to allow for improved flood flow Street – Murray River bridge,  The Campaspe River bridge was moved further north to accommodate the including Campaspe River bridge) approach to the Warren Street roundabout and to maintain a straight structure

10,800  Spill/retention basins were relocated from the eastern side of the new road to the western side of the road to allow for improved flood flow New elevated roadway

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Chainage/location Refinement

10,840-10,905  New roadway bridged to allow for flood, pedestrian and wildlife passage underneath the roadway and connectivity within Victoria Park Bridging structure  Bridge design also allows for the retention of scarred trees within the Right-of- Way through reduced footprint

10,905-11,800  The curve of the new road and bridge over the Murray River was refined to Bridge over the Murray River eliminate a compound curve to accord with current engineering and safety standards

11,970-12,015  Bridging of the new carriageways to allow for the passage of floodwaters under Bridging structure the roadway

12,300  New spill basin incorporated into the design to accommodate spills from the new carriageways Boundary Road

The concept design would undergo further refinement as part of the detailed design process 6.18 Emergency services access and to incorporate potential changes arising out of Direct emergency access to the road would be the EES assessment process. To date, a detailed provided, most likely on or near the high point of the survey of the land features and detailed design of sand hill located in Victoria Park, to the north of the Project has not been completed. Crofton Street and to the west of the new elevated roadway. This emergency access would be at the 6.17 Community infrastructure approximate location of an existing informal vehicle design opportunities track and could be reached via Scenic Drive or an existing connecting track around the former Echuca Secondary College sports field. The access would be 6.17.1 Victoria gated or restricted. Emergency services would have A shared pathway is proposed along the full length access to the gate to allow for emergency access to of the preferred alignment, from the Murray Valley and from the road during fire, flood and other events Highway in Echuca to the Cobb Highway in Moama. where necessary. Connection would be provided to existing walking The most appropriate emergency access and cycling paths where possible, improving the arrangement would be determined at detailed design connectivity between and within Echuca and Moama. in consultation with the emergency services and VicRoads has committed to work with the Registered Campaspe Shire Council as the land manager. Aboriginal Party in Victoria, the Yorta Yorta Nation Should the emergency access traverse the sand hill, Aboriginal Corporation (YYNAC) and the local Yorta consultation would also be undertaken with the Yorta community in Echuca and Moama to install YYNAC. Management measures for minimising plaques or signage in the proposed Right-of-Way to impacts to the sand hill will be included in the CHMP, recognise the settlement of the Yorta Yorta people in including the placement of pavement material on top the Echuca township at Warren Street in 1939 after of the existing ground to enable access for walking off Cummeragunja Reserve. emergency vehicles while minimising disturbance to the natural surface. VicRoads has also committed to exploring and developing themes for landscaping and architectural The proposed Right-of-Way has also been designed design elements and the naming of the new road to maintain existing vehicle access (suitable for a and bridge structures with local stakeholders. Country Fire Authority (CFA) truck and other emergency vehicles) into Victoria Park from Crofton 6.17.2 NSW Street and along Scenic Drive, adjacent to the existing boat ramp. The preferred alignment is proposed to extend through freehold land in NSW, from the Murray River to Boundary Road. The owner of the property has 6.19 Protection from founded the Bridge Arts Project Incorporated which traffic hazards proposes to develop the land into an arts precinct. The Project design includes barriers on the new This would focus on the pre and post-colonial bridges. Where no bridges are proposed, the traffic cultural development of the Echuca-Moama region lanes would include a shoulder, verge and batter as with a focus on the traditions of the Registered outlined in the typical cross sections in section 6.9. Aboriginal Party, the YYNAC. Where feasible, the use of safety barriers to protect VicRoads and Roads and Maritime Services have from hazards would be considered during the committed to work with the landowner and other detailed design phase of the Project and would key stakeholders for the potential integration of this include use of a wire rope safety barrier or guard arts precinct with the implementation of the Project. fence on the elevated sections of road.

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6.20 Construction buffers 6.22 Construction and working The concept design includes the provision of hours construction buffers, sufficient area for the road Construction work for the Project would be footprint, and provision for drainage and relocation undertaken during the standard hours for of services. The road footprint and buffers have construction work as set out in VicRoads been used as the basis for calculating impacts in the specifications, which are Monday to Saturday specialist studies in the Technical Appendices. between 7am or sunrise (whichever is the later) and The extent of the construction buffers would be 6pm or sunset (whichever is the earlier). refined through the detailed design, where feasible. Construction outside standard hours may occur at certain times to safely or more efficiently undertake 6.21 Construction area certain tasks and would be subject to approval by VicRoads, with notification to affected members of A construction area has been defined for the Project, the community. which is the potential area of direct impact for the construction of the ultimate duplication. The Construction activities would be guided by the construction area is wholly within the proposed Contractor(s) Environmental Management System Right-of-Way and is shown in the mapbook in and associated Construction Environmental Technical Appendix A. Management Plan (CEMP) which would incorporate all measures identified in the conditions of The width of the construction area varies, reflecting subsequent statutory approvals for the Project. the requirements for construction of the road formation, intersection treatments, bridge footings, Working hours during significant and sensitive spill basins and shared pathways. The construction events in the region would be established in area is based on the following principles: consultation with the two shire councils and other relevant stakeholders at the time of contract  5m on one side and 10m on the other side of the preparation. Access to community infrastructure, Campaspe and Murray River Bridge structures to such as the boat ramp and car park, would be enable access for construction vehicles but maintained where possible during construction, with minimise the construction footprint interruptions to access kept to a minimum. Access  10m from toe of batters, and wider around arrangements would be established in consultation bridge abutments with the Campaspe Shire Council and relevant stakeholders.  Limited to toe of existing batter on the north side of Warren Street to protect existing vegetation 6.23 Construction scheduling  10m from edge of carriageway and spill basins on south side of Warren Street Construction scheduling of the Project would be established at the time of contract preparation and  Intersections have been considered on a case- engagement of a construction contractor. by-case basis depending on factors such as Construction contracts prepared by VicRoads would traffic volumes and intersection configuration. stipulate that scheduling of works would take into All measurements are taken from the outside edge account seasonal uses and demands of the region. of the carriageway (toe of batter/outside edge of Major events and busy holiday periods in Echuca, bridges). Moama and the wider region would be taken into consideration in construction scheduling to ensure The construction area of the ultimate duplication impacts were minimised as much as possible. This includes the pavement and construction buffer would include minimising impacts on existing users areas. of the Echuca Holiday Park. Some vegetation removal would be required within The construction contractor, VicRoads and Roads the construction area. Native vegetation within the and Maritime Services would work with the construction area that is not considered to be a fire Campaspe Shire Council and Murray Shire Council as hazard and that would not be impacted by well as relevant event organisers to manage impacts construction would be retained. Significant to construction events. vegetation and areas of cultural sensitivity would be fenced and protected during the construction of the During construction, VicRoads has committed to a Project. suspension of construction works of up to two weeks in the vicinity of the Southern 80 Ski Race event venue. This is to ensure that construction work does not prevent the setup, staging and decommissioning of the Southern 80 Ski Race. Details of the suspension would be determined in consultation with relevant stakeholders.

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6.24 Site preparation, pavement  Flexible asphalt pavement would be applied by pavers and rollers, or sprayed seal treatments as and road construction applicable The following would be undertaken for preparation  Lighting, line markings, signs, and other road of the site and construction of the pavement and furniture (e.g. safety barriers, noise walls and road: guide posts) would be installed where required.  Project boundaries would be delineated with Once the Project was constructed, the construction suitable fencing and signage. Traffic site would be landscaped and re-vegetated, management measures would be installed as including reinstating and topping up topsoil, seeding, required planting trees and shrubs, installing weed mats and  Contractor’s site office and compound would be mulch. Project opportunities for design elements established, along with stockpile sites as would be considered at detailed design. required. These may be located outside of the construction area (refer Section 6.31). 6.25 Bridge structural works  Erosion and sedimentation controls would be Activities associated with construction of structures progressively installed for all activities. Other such as bridges, culverts and retaining walls may additional environmental management measures include: would be installed as required. This would include fencing and signage for the protection of  Driven piles for structural elements, as and when sensitive areas required. Some structures may also incorporate spread or pad footings  Vegetation and tree stumps in the construction area outside specified fenced protected areas  All footings works for the various structures would be removed and topsoil stripped. Topsoil would be completed including casting pile caps would be stored on site, for later re-use, as well for major structures, pad footings for as protected with silt fencing around each miscellaneous structures, or works such as stockpile and seeded to minimise erosion foundation slabs in the case of major culvert structures  Stormwater drainage works would be completed, including the construction of water sensitive road  Piers and abutments in situ (although precast design measures (e.g. spill basins). These may options may be viable) would be constructed up be consolidated with temporary sedimentation to the underside of the deck or other basins superstructure elements. Structural fill and abutment works would be completed, including  Earthworks and pavement preparation would be construction of approach slabs, while also pre- carried out by graders, dozers, scrapers and casting all bridge beams and crown units other equipment, including compaction of the required, off site resultant surface using compaction equipment such as various types of rollers (e.g. vibrating,  Bridge headstocks would be cast/constructed, pad- foot, smooth-drum) and compactors precast/steel beams would be placed, and the deck would be constructed. Precast parapets and  Surface stabilisation may be required in certain rails would be installed and kerb infill/deck locations, within the floodplain and Right-of- connection constructed. Thin asphalt wearing Way. This would be determined following course would be placed on the completed bridge detailed design and selection of a final alignment deck/superstructure, and line marking and  Cut material would be excavated to the associated infrastructure would be installed necessary level and would be insignificant in  For retaining walls, typically once a strip footing volume across the Project. Suitable excavated (or similar) is in place, wall units would be material would be recycled and incorporated in placed and layers of structural fill built up to tie earthworks wherever possible. Unsuitable cut all elements together. Once at the required level, material would be transported and disposed of handrails and other protective mechanisms (i.e. on-site where possible) would be installed  Additional fill material would be imported as  Any gantries, cantilevers or other major sign required for the permanent works to each supports or crown units (which have previously subgrade level. Material would be compacted been manufactured off site) would be installed and tested to confirm it meets the specified and connected together to integrate with the requirements completed works  Verges would be constructed, batters completed,  Any off-structure bridge barriers required would and roadside drainage elements constructed, as be constructed, including footing details and required. Kerbs and channels would be precast barrier units. This would require constructed where required to manage road run- materials to be brought on site and connected to off. Granular pavement materials would be each other, as well as any other wire rope safety imported, placed and compacted barrier or guard fence to protect end terminals.

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6.26 Plant and equipment 6.27.1 Source and quantity of materials Plant and equipment for the construction of the Fill material would be obtained from a combination Project would be determined by the contractor(s) of sources, including local quarries and borrow pits during the construction planning phase. An in the vicinity of the works. indicative list of plant and equipment likely to be It has not been feasible to identify sites for obtaining used for the Project would include: fill material because:  Scrapers, dozers, excavators, backhoes, graders,  The precise quantities of fill required cannot be paving and other earth moving equipment determined until the detailed design phase  Kerbing machine, profiler, trenching machine,  The precise nature and quantity of materials on line marking machine and concrete trucks and nearby sites is currently not available pumps  The sourcing of fill would be the responsibility of  Compaction equipment such as rollers, vibrating the construction contractor(s). rollers and compactors The road pavement material would be sourced from  Piling rig, cranes, crane trucks (truck with a appropriately licensed facilities that meet specified mounted crane on the rear) and associated quality requirements. Materials may include equipment concrete, steel, crushed rock, aggregate, sand and  Trucks and trailers, water carts, dump trucks other quarry materials. These materials would be and associated equipment sourced from local quarries and commercial suppliers wherever possible.  Light vehicles, pneumatic hand or power tools, and general tradesmen equipment Surplus material that cannot be used on site would be re-used or disposed of at accredited materials  Pavement profiler and pavers for asphalt and/or recycling or waste disposal facilities. crushed rock pavements Quantities of water required during construction are  Traffic management equipment such as safety unknown at this stage and would depend on material barriers and variable message boards sources and methodologies applied by the  Bitumen sprayers, rollers and aggregate loaders contractor(s). Water would be required for for spray seal surfacing works. earthworks and pavement construction as well as for dust suppression. 6.27 Earthworks As the majority of water is likely to be required for earthworks construction and dust suppression, this The Project is expected to result in minimal could be sourced locally through re-use of water excavation as extensive lengths of the new captured on site or other non-potable supplies. In carriageways would be subject to bridging or accordance with VicRoads Water Use Policy, in this constructed on fill material. In locations where fill is area, recycling of waste water would also be required, the materials would be imported by the considered where possible. contractor(s). Earthworks construction for the Project would be 6.28 Construction site drainage dominated by the need for fill above the natural During construction, provision of spill basins and surface of the Campaspe and Murray River other similar treatments and measures may be floodplains. Warren Street would be maintained required to capture and treat any run-off from the close to the existing level, while the elevated section site to prevent the discharge of sediment laden of new road from Warren Street in Echuca to the water into nearby waterways. In accordance with Cobb Highway in Moama leading up to the bridge VicRoads requirements the spill basins would need abutments would be constructed on fill up to to have a capacity to capture/store water generated approximately 12m. up to a two-year ARI storm event. The sizing of spill There is very minimal cut expected for construction basins would also need to be determined in of this Project. Any spoil would be used during accordance with the VicRoads Temporary construction for batter flattening or land forming Sedimentation Basin Design Tool. where this is possible. Spoil considered unsuitable The quality of water in receiving waterways would for this purpose would be disposed of onsite, where be monitored to ensure there was no detrimental

possible. Disposal of spoil onsite would be within the impact from site run-off. identified construction area and outside environmentally sensitive ‘no go’ areas. Spoil may be disposed of offsite on adjacent properties (i.e. in non-environmentally sensitive areas) as agreed with landowners and subject to necessary statutory approvals.

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6.29 Construction traffic It is not anticipated that night work would be required on the Project, although this would be management and access considered where it may reduce the overall impact In accordance with VicRoads policy, construction to the public and local community. vehicles and machinery would be restricted to the It is conservatively assumed that 30 per cent of light highways and arterial roads wherever possible. vehicle construction traffic would occur during the The use of the local road network by construction peak hours, associated with worksite employees vehicles would be confined to routes as agreed in arriving and departing the site. Similarly, it is consultation with the Campaspe Shire Council and conservatively assumed that 15 per cent of heavy Murray Shire Council. Within the Project area (i.e. vehicle traffic would occur in the peak hours, the corridor encompassing the Right-of-Way associated with an even distribution of truck sufficient for the ultimate duplication and the movements across the workday. It is therefore construction area of the alignment), vehicles would estimated that construction activities may generate utilise access tracks along the alignment. These up to 52 vehicle trip ends in peak hours, including access tracks would be restricted to avoid 22 heavy vehicles. environmentally and culturally sensitive areas (which The number, extent and duration of closures would in turn be fenced off to prevent construction affecting river traffic during construction of the access) and would be identified within the Murray River bridge structure would be minimised as construction area. much as possible and in consultation with river- The volume of construction traffic would ultimately based businesses. Outside of river closures, depend on the program and staging of construction sufficient and safe access for all river users would be sections, where an increased rate of construction maintained during the works. would result in higher traffic volumes on the network each day but over a shorter overall period. The 6.30 Traffic Management Plan sequencing of construction phases would depend on the contractor’s works program, construction Traffic management would be undertaken in methodology adopted, the time of year and the part accordance with established VicRoads practices, the of the Project. Worksite Safety Traffic Management Code of Practice and the Road Management Act 2004 (Vic.). The construction of the Project would generate Typically, this would include installation of traffic traffic related to the following broad construction barriers along the alignment to separate the activities: construction work area from passing traffic as  Set out and preparation of the construction appropriate, a reduction in speed (nominally to corridor 40km/h at the intersections) and other routine traffic management measures.  Relocation or protection of utilities and other services, where required Traffic management plans would be prepared to provide details of the traffic management to be  Completion of drainage works implemented during construction to minimise impacts and maintain traffic flow on the surrounding  Undertaking surface preparation, compaction road network. This would include details of all traffic and associated earthworks management measures and any specific routes that  Construction of pavement, including verges, construction traffic and local traffic would follow, if batters, kerb and channel, where required required, to minimise the overall impact on the public and local community, including pedestrians  Construction of bridge and culvert structures and cyclists. Details of the staging of the works have  Application of flexible asphalt pavement and/or not yet been finalised, and would be dependent on a spray seal treatment number of factors including the final design adopted, the staging and breakdown of construction  Application of line markings, re-vegetation and contracts/packages, and the actual works required. installation of other road furniture. The construction of similar projects typically 6.31 Site compounds generates the greatest traffic volumes during the earthworks, bridging and pavement construction Site compounds would be used to stockpile phases, and generally less traffic volumes at other materials, store plant and equipment and to provide times. These phases could be expected to generate site offices, parking and amenities for construction in the order of 100 to 150 truck trips per day across staff. Chemicals and fuels for construction would be the workday. Less than 100 light vehicle trips would stored in appropriate storage areas within the be expected to be generated by worksite contractors compound site. accessing the site, typically expected to occur during Site compounds and construction laydown areas are early morning and late-afternoon periods. likely to be located in close proximity to At its peak, the construction of the Project would carriageways and bridges under construction, typically be expected to generate in the order of 250 although the exact number, area and locations vehicle trip ends per day, including 150 heavy cannot be identified at this time. vehicles.

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VicRoads would require the contractor(s) to identify Campaspe Shire Council has recently issued a permit suitable locations for site compounds and for the use and development of land for a construction laydown areas, preferably within both telecommunications facility at 28 Warren Street. The the construction area and Activity Area (referring to site, which is currently vacant, is located to the the area covered in the Cultural Heritage north-east of Campaspe Esplanade in close Management Plan), and obtain approval for these. If proximity to the preferred alignment. a contractor identified a suitable location outside the construction and Activity Area, it would need to 6.33 Rehabilitation and community ensure it met performance standards that resulted in no impacts to environmental and social values and infrastructure undertake appropriate consultation. Upon completion of the works, the construction site The contractor(s) CEMP would be required to contain would be landscaped and re-vegetated, including provisions excluding the locations of site compounds reinstating topsoil, seeding, planting trees and and laydown areas from sites that contain: shrubs, installing weed mats and mulch, and installing any design elements, as required.  Remnant native vegetation Screen planting would be used, where possible,  Significant Ecological Vegetation Classes or between the road and bridge infrastructure and known habitats for endangered species surrounding Victoria Park uses, Campaspe River  Aboriginal or historical cultural heritage sites. environs and other key viewpoints.

It is understood that significant flood events in 6.33.1 Victoria Echuca are impacted by significant rainfall upstream of Echuca and the Echuca-Moama townships The preferred alignment impacts on six existing lawn generally have five to six days’ notice of an tennis courts in the Victoria Park Sports and impending flood event. Therefore it may be possible Recreation precinct, operated by the Echuca Lawn to locate compounds or work laydown areas within Tennis Club. VicRoads has committed to relocation the floodplain on the condition they can be relocated and reinstatement of these six courts, prior to the clear of the floodplain at short notice. existing courts being decommissioned, as part of the Project. VicRoads would liaise with the tennis club 6.32 Utility services and the Campaspe Shire Council to determine the most appropriate timing, location and configuration Service relocation and protection activities would be of the new tennis courts consistent with the draft required from utility asset owners impacted by the Victoria Park and Environs Master Plan. preferred alignment. Relocation and/or protection of The preferred alignment would impact on three large utility assets would be developed in consultation palm trees on the former Echuca Secondary College with utility asset owners prior to and during detailed site. VicRoads has committed to relocating these design. trees and would liaise with the Campaspe Shire Actions would be put in place to ensure no damage Council to determine if there is an appropriate occurred to existing services, and the road design location for the trees within the Shire. incorporated the requirements of the utility asset The preferred alignment would also impact on the owners. These actions would potentially include: existing public toilet block in the Victoria Park boat  On-site investigations to confirm service ramp car park. VicRoads has committed to locations and depths reinstatement of this infrastructure as part of the Project, and would liaise with Campaspe Shire  Obtaining specific approvals from utility asset Council to determine the most appropriate location owners and agreeing on proposed measures to and timing for the new toilet block. protect, relocate or maintain those services

 Protection of impacted assets (e.g. using measures such as concrete covers of the affected services) and/or relocation of the affected service, as appropriate  Adjustment of the road design where required. Dial-Before-You-Dig searches were undertaken during the concept development stage. Services understood to be located in close proximity to the works, and which would require re-location, include:  At the Murray Valley Highway – gas, telecommunications and overhead power lines  Warren Street – overhead power lines  Cobb Highway – telecommunications, water, gas and overhead power lines.

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6.33.2 New South Wales The preferred alignment would impact on the Moama The strategy uses an asset management approach Lions Park, located on the corner of Meninya Street to balance the key objectives of roadside and Boundary Road. Construction of the preferred management and identify the most appropriate alignment would impact on the existing children’s treatments to preserve roadside functions. playground equipment and steam engine display. Fire management is a cooperative approach between The land is owned by Murray Shire, and the local government agencies to ensure all measures are Lions Club has made a financial contribution to strategic, effective and targeted. support development of the infrastructure there, including the children’s playground, barbeque Particular actions associated with the strategy are to facilities and seating. VicRoads and Roads and assess all arterial roads for fire risk and identify a Maritime Services have committed to relocating the treatment program based on risk assessment. Road children’s playground, steam engine and any other reserve fire hazards that have been identified by infrastructure in the park that would be impacted by landowners during consultation for the Project would the Project. This relocation would be undertaken in be assessed as part of the above Roadside consultation with Murray Shire Council and the local Management Strategy for all roads maintained by Moama Lions Club to determine the most VicRoads. appropriate timing and location for the infrastructure. 6.36 Land acquisition 6.34 Operation and maintenance Proposed land acquisition has generally been minimised where possible and is discussed in Key operational activities would be ongoing road Chapter 13. Compensation for severance and land maintenance consistent with current practices and acquisition impacts would be provided where standards. Assets to be maintained would include appropriate consistent with the Land Acquisition and landscaping, spill basins and stormwater drains, Compensation Act 1986 (Vic.). bridges, road pavement, signage, barriers and line marking. 6.37 Social and economic considerations 6.35 Roadside management In order to maximise business and employment VicRoads has a number of tools it uses to manage its opportunities, and minimise impacts on the local assets, including roadsides. community, VicRoads and Roads and Maritime VicRoads' ‘Roadside Management Strategy 2011, Services have committed to: Roadside Management – A Balanced Approach’ is a  Encouraging the construction contractor to work strategy which aims to provide clear and consistent with the Campaspe Shire Council and Murray objectives to manage roadside areas. It outlines a Shire Council to identify suitable accommodation balanced approach to management, including for for workers who would be temporarily living in sometimes complex and conflicting issues. This Echuca-Moama during construction of the approach includes consultation with the local Project community to achieve the best balance of all factors, while ensuring efficient performance of the road  Encouraging participation of the successful network. The strategy sets the primary direction for construction contractor, Shire of Campaspe and holistic and integrated roadside management. Murray Shire to brief interested local parties on Project works and timing in order to enable local It provides a framework for the balanced businesses to understand sub-contract consideration of four key objectives of roadside opportunities associated with the Project, and management: provide advice and assistance to local businesses  Enhance transport safety, efficiency and access with the tendering process.  Protect environmental and cultural heritage The social and economic impacts of the Project are values discussed in chapters 14 and 19.  Manage fire risk  Preserve and enhance roadside amenity.

7-1 7 Community and stakeholder engagement

7.1 Introduction As outlined in the EES Scoping Requirements, To support the ongoing community consultation and VicRoads as the Project proponent “is responsible for guide planning investigations for the new crossing, a both informing the public and engaging with Steering Committee was formed in April 2008, stakeholders in order to identify and respond to their comprising senior representatives of the Shire of concerns”. The Scoping Requirements state that the Campaspe, Murray Shire, Yorta Yorta Nation proponent should prepare and implement an EES Aboriginal Corporation (YYNAC), the former Roads Consultation Plan. The plan should: and Traffic Authority of NSW (former RTA) and VicRoads. To date the Steering Committee has met  Identify the relevant stakeholder groups 14 times, providing an opportunity to consult with  Characterise the stakeholder groups in terms of key stakeholders and allowing members to raise their interests, concerns, and consultation needs important issues relevant to the development of the and potential to provide local knowledge preferred alignment and subsequent investigation.  Describe the consultation methods to be used A Community Consultation Group (CCG) comprising and outline a schedule of consultation activities 14 community representatives, Steering Committee members, a representative of the former  Outline how inputs from stakeholders will be Department of Planning and Community recorded, considered and/or addressed in the Development (DPCD) (now the Department of preparation of the EES. Environment, Land, Water and Planning (DELWP)) The primary objective for the consultation process is and an independent chairperson was formed in April to provide the communities of Echuca and Moama 2008 and held 10 meetings during the planning with timely, clear and easy to understand investigations for the Mid-West corridor. The CCG information on all aspects of the Project during the provided input on issues from a local resident, EES stages identified. business/industry and community representative perspective and actively assisted with information This chapter outlines the Consultation Plan for the sharing in the local community. Project. It details the consultation activities undertaken and the communication mechanism Interviews took place with key stakeholder groups used. It also describes the outcomes of the such as local businesses, tourism operators, Murray consultation, VicRoads’ response and how the River Skipper’s Association, police, ambulance, outcomes have informed the EES. Country Fire Authority (CFA), State Emergency Service (SES), YYNAC, Moama Local Aboriginal Land Council (MLALC), affected landholders, local 7.2 Consultation prior to the EES residents and various Victoria Park sports clubs. VicRoads, in partnership with Roads and Maritime A community meeting for the landowners in the Services, has undertaken a number of planning immediate vicinity of the Mid-West corridor was held investigations into potential alignments for a second on 10 March 2009 and was attended by bridge crossing at Echuca-Moama. These earlier approximately 30 local residents to inform residents planning investigations are outlined in Chapter 2 and and answer questions about the Project. Chapter 4. A second public information display was held in Consultation was an integral part of the planning Moama on Wednesday 18 March 2009 to provide investigations from the outset. Community information on progress with the planning consultation activities initially focussed on planning investigations. The display was staffed by officers investigations related to development of the Mid- from the Shire of Campaspe, Roads and Maritime West corridor. Services, VicRoads, members of the CCG and a number of Murray Shire and Campaspe Shire 7.2.1 Mid-West corridor councillors. Around 450 people attended the display In the formative stages of the planning activities, an and a total of 171 feedback sheets were returned to initial public information display was held on 20 VicRoads. February 2008, to inform the community about the A third public information display was held on Mid-West corridor and obtain feedback. Around 380 Monday 5 October 2009 which included a people registered their attendance at the display and representation of the proposed alignment and initial 131 feedback sheets were returned to VicRoads. findings from the specialist studies. The display was staffed by officers from the Shire of Campaspe, former RTA, VicRoads and YYNAC. Around 500 people attended the display and VicRoads received 173 feedback sheets.

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The Shire of Campaspe facilitated an extension of Stakeholder interviews took place with key groups the public information display from Tuesday 6 such as local businesses, tourism operators, Murray October to Tuesday 13 October 2009, using material River Skipper’s Association, police, ambulance, CFA, displayed by VicRoads at the public display on the 5 SES, YYNAC, and MLALC, affected landholders and October 2009. The display was staffed by former local residents and the various Victoria Park sports RTA and VicRoads officers and around 333 people clubs. attended the display, of which 105 people submitted A public information display was held on Tuesday 29 feedback sheets. November 2011, to provide a progress update on Periodic media releases advised the public about the the planning investigations, including development progress of the Mid-West corridor study. of the four potential options for the Mid-West 2 Information bulletins were sent to the community corridor. The display attracted around 150 people regarding the findings of specialist studies, and to and 47 feedback sheets were returned to VicRoads. obtain community feedback. Over the period of 18-21 July 2012, a further public Discussion with local landowners and residents was display was held at the Workers and Services Club in ongoing and briefings were provided at meetings Echuca. The display included large roll plots of the with the Campaspe and Murray Shire councils and alignments for the four Mid-West 2 corridor options YYNAC Council of Elders. (2A, 2B, 2C and 2D), photo montages at locations along the alignments and the findings of detailed The Shire of Campaspe conducted a survey within specialist studies for those options. the municipality to gauge and ultimately affirm the level of community support for the Mid-West More than 315 people attended the display and were corridor. encouraged to complete feedback sheets and nominate their preferred option. Around 170 people Consultation with the YYNAC provided a high level of completed a feedback sheet, nominating a appreciation of Aboriginal cultural heritage preference for Mid-West Option 2B (54 per cent) and sensitivity in the area, and as a result the YYNAC Mid-West Option 2A (44 per cent) respectively. granted support and approval for mitigation measures to allow the Mid-West option to traverse VicRoads provided briefings on the outcomes of the the remnant sand hill formation near the Echuca specialist planning investigations for the Mid-West 2 Lawn Tennis Club. corridor options to: to the Murray Shire Council on 3 July 2012; the Campaspe Shire Council on 17 July VicRoads also held a workshop in September 2010 2012; and the YYNAC Council of Elders on 27 July and invited local community representatives to 2012. discuss opportunities for incorporating local Aboriginal and non-Aboriginal cultural heritage A further briefing was provided to Campaspe Shire themes into the design for the Mid-West corridor. Council on 7 August 2012 to provide advice on the outcome of the community feedback from the public 7.2.2 Mid-West 2 corridor information display during July 2012. After the Victorian State election in November 2010, Feedback from the community and key stakeholders the Victorian Minister for Roads announced a helped VicRoads and the former RTA to rationalise planning investigation would commence on a the number of Mid-West 2 options to Options 2A and potential alignment for a second Murray River 2B to be further considered in the planning process. Crossing in the Mid-West 2 corridor. The outcomes of this extensive consultation process As the Mid-West 2 corridor was substantially similar provided a valuable context to inform VicRoads in location to the Mid-West corridor, the range of when developing a Consultation Plan for the current stakeholders and community members was Project. essentially the same as that for the Mid-West corridor. The Project Steering Committee continued its role and met eight times during the course of planning investigations for the Mid-West 2 Corridor options. A new Community Consultation Group (new CCG) was formed by public advertisement seeking expressions of interest from community representatives. The new CCG was formed in September 2011 and comprised 14 community members, including representation from the Steering Committee, former DPCD, Victoria Police, CFA, Echuca Cemetery as well as heritage, business, health, transport, environmental and sporting interests. The new CCG was convened by an independent chairperson and held 10 meetings during planning investigations for the Mid-West 2 Corridor options.

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•Planning investigations commenced for the Mid-West 2007 corridor

•Public information display to inform community of February 2008 planning investigations for the Mid-West corridor •Attendance of around 380 people

April 2008 •Steering Committee formed •14 meetings conducted

April 2008 •Community Consultative Group formed •10 meetings conducted •Meeting with Warren Street and Crofton Street residents March 2009 •Around 30 attended

•Public information display to provide information on March 2009 progress of the detailed planning investigations •Around 450 people attended

•Workshop to explore potential cultural heritage themes September 2010 (Aboriginal and non-Aboriginal) for the Project with community representatives

•Public information display to inform details of alignment October 2009 and findings of specialist studies • Attendance of over 830 people

•Steering Committee convened for Mid-West 2 corridor February 2011 •8 meetings conducted

September 2011 •Community Consultative Group formed •10 meetings conducted for the study period to May 2013

•Public Information display to exhibit initial planning actvities for the development of 4 options within the Mid- November 2011 West 2 corridor •150 people attended the event

•Public display to exhibit details and specialist study July 2011 findings for the Mid-West 2 corridor •More than 315 people attended the event

•Briefings to Murray Shire Council, Campaspe Shire July/August 2012 Council, and YYNAC Council of Elders on the specialist study findings

Figure 7-1 Key consultation activities prior to commencement of the EES

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7.3 Consultation during the EES The Consultation Plan outlines the key activities and communication and consultation objectives during In July 2014, a Consultation Plan was developed by each stage of the EES process (Table 7-1). VicRoads in consultation with the former Department of Transport Planning and Local Infrastructure The format and timing of community engagement (DTPLI) (now DELWP) and with feedback from the varied depending on the activities undertaken and Technical Reference Group (TRG). The Consultation the relevance of consultation to each activity. Plan was then published on the former DTPLI Several types of consultation took place including: website. media information and events; a Project website; consultation with YYNAC elders relating to Aboriginal The primary objectives of the Consultation Plan were cultural heritage; briefings to Councils; and to: consultation with individual landholders directly affected by the proposed alignments.  Provide the communities of Echuca and Moama with timely, clear and easy to understand In addition to the Consultation Plan, VicRoads information on all aspects of the Project during established a database to record communication the EES stages identified between VicRoads and landowners affected by the Project alignment options. Formal correspondence  Keep communities informed and engaged and was also recorded and tracked via the VicRoads help create greater awareness and ascertain records management system. support for the Project.

Table 7-1 Consultation objectives during the EES process

Stage Project activities Communication and consultation objectives

Stage 1 Preparation of the EES

June 2013 – Prepare the EES, including: Consider: December 2014  Undertake any further investigations  Stakeholder views on the shortlisted route options  Prepare EES and supporting documentation on the shortlisted  Any possible refinements within technical and alignment options to the required detail financial constraints of the Project.  Prepare draft Planning Scheme Amendment documentation.

Stage 2 Public Exhibition of the EES

Mid-late 2015  Conduct public exhibition of the EES  Present and explain the EES and findings  Consider EES submissions  Explain the next steps in the planning process  Present to the EES Inquiry Panel  Encourage further community involvement

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7.4 Stakeholders The Project has a number of stakeholders with a range of differing interests, perceptions and expectations. These stakeholders are outlined in Table 7-2.

Table 7-2 Key stakeholders

Key stakeholders

Australian government

Department of the Environment Department of Infrastructure and Regional Development

State government

Office of Aboriginal Affairs Victoria Department of Environment, Land, Water and Planning (including the relevant sections of the former Department of Transport, Planning and Infrastructure, Department of Environment and Primary Industries and Regional Development Victoria Planning Unit)

Heritage Victoria Department of Treasury and Finance (DTF)

VicRoads Environment Protection Authority (EPA) Victoria

Parks Victoria NSW Roads and Maritime Services

Local government

Shire of Campaspe Murray Shire

Indigenous groups

Yorta Yorta Nation Aboriginal Corporation Moama Local Aboriginal Land Council (NSW)

Agencies/infrastructure providers

North Central Catchment Management Authority Murray Darling Basin Authority (NSW)

Coliban Water SP AusNet

Emergency services

Ambulance Country Fire Authority (Vic)

State Emergency Services Victoria Police

Rural Fire Service (NSW) NSW Police

Public transport providers

Public Transport Victoria V Line

Community members

Affected property owners Interested individual community members

Residents near proposals Victoria Park users

Schools

Former Echuca Secondary College St Joseph’s College

St Patricks College

Businesses

Local businesses and business groups Echuca and Moama Chambers of Commerce

Industrial Commercial

Freight/transport Health

Bridge Arts Project

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Key stakeholders

Community groups

Community for Echuca-Moama (C4EM) Echuca Historical Society

Murray River Skippers Association Echuca-Moama Tourism

Echuca Cemetery

Local sporting clubs

Victoria Park sporting clubs (football, netball, tennis) Moama Water Sports Club (Southern 80 Ski Race)

Victoria Park recreational users

Media

Riverine Herald WIN News

ABC Central Victoria Campaspe News

Industry based magazines Local community newsletters

Federal Members of Parliament

Minister for Infrastructure and Regional Development Member for Northern Victoria

State Members of Parliament

Minister for Planning Minister for Roads

Local Member for Murray Plains (formerly Local Member for Rodney)

7.5 Community consultation

activities

A range of community consultation activities were conducted as part of the planning investigations and EES process, with the aim of:

 Keeping key stakeholders and members of the

community informed and up-to-date about the EES process  Providing stakeholders and community members with opportunities to provide input to the

existing condition assessments for the selection of shortlisted alignment options. The type and extent of consultation for each stakeholder group was determined by the potential impacts the Project would have on them and their interests.

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Table 7-3 Consultation activities during planning investigations and preparation of the EES

Activity Date(s) Details/purpose Audience

Council Jan 2008, Sept Briefings to ensure councillors are fully informed Campaspe Shire Councillors briefings 2009, July 2010, stakeholders: and Senior Officers, July 2012, Oct 2012,  Informed on current status, Project detail and Murray Shire Senior Officers Dec 2014 proposals  Provided opportunities to ask question and inform process.

Key external 1 May 2014, 30 June Gathering, qualifying and assembling information to Key agencies (TRG) stakeholder 2014, 10 October brief agencies: briefings 2014, 31 October  Informed on current status, Project detail and 2014 proposals  Provided opportunities to interrogate information and inform the process.

Media Media release  Local media outlets informed on current status Media, broader community briefings announced EES of key Project outcomes and actions process on 28 June  Briefings ensure media are a fully informed 2013 stakeholder. Media release announced preferred alignment on 31 July 2014 VicRoads briefed Riverine Herald (Echuca-Moama media outlet) on status of Project on 13 January 2015

Government Periodic at key  Advice periodically provided on current status of Federal and State Ministers briefings milestones key Project activities Minister for Roads office/local  Briefings provided to enhance understanding of Members of Parliament the proposal DELWP (formerly DTPLI, DEPI  Business case developed to assist with future and Regional Development funding Victoria) DTF

VicRoads Ongoing Project status updates to ensure key internal VicRoads Senior Management briefings stakeholders are kept regularly informed (as required)

Information September 2009  To update community on progress for the Community bulletin planning investigations and advise public information display Mid-late 2015  To advise of EES process and progress, formal exhibition of EES and how to make a submission.

Project Updated in  Project page contains up-to-date Project Community website November 2013, information, including recent announcements August 2014 and Project-related documents Updates are ongoing  Updates are posted to provide Project information during this stage

Individual From 2008 - ongoing One on one meetings held with landowners for the Directly affected landholders landholder purpose of sharing Project information that is relevant briefings to a landholder (i.e. additional study requirements or land acquisition)

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7.6 Issues raised through  The proximity of the Mid-West options to residential areas, potentially impacting amenity community consultation resulting from increased traffic noise Throughout the process of developing the alignment  The effect of increased traffic in Warren Street on options, VicRoads has undertaken extensive access to local residences and the Echuca consultation with landowners, potentially affected Cemetery businesses and community groups.  Access to Victoria Park for recreational activities Feedback has been provided on an individual and community level. Broadly, the main concerns can be  The effects of the construction of a new road summarised as: across the Murray and Campaspe rivers floodplain  The potential impact on significant Aboriginal  Ongoing concern about the lack of a second cultural heritage places (e.g. the sand hill) Murray River crossing to provide for increased safety and improved amenity in the town centres.  The potential impact on the Victoria Park sporting precinct, especially the loss of lawn tennis courts A summary of the issues raised and responses is outlined in Table 7-4.  Access for river craft during construction (including major ski events) Table 7-4 Summary of key issues raised through consultation and responses

Issues raised during consultation Response

Potential impact on significant Aboriginal cultural The concept design and construction techniques at potentially heritage places significant Aboriginal cultural heritage places (e.g. the sand hill) would be developed in consultation with the Registered Aboriginal Party.

Potential impact on Victoria Park sporting precinct VicRoads has committed to replacing six lawn tennis courts that would facilities (Echuca Lawn Tennis Club) be impacted by the alignment in consultation with the Echuca Lawn Tennis Club and the Shire of Campaspe.

Access for river craft (especially paddle-steamers and The height of the new bridge would be designed to allow the tallest Southern 80 Ski Race) during construction and existing paddle-steamer to navigate the river crossing at the high operation of the new crossing permissible water level. Provision would be made for the Southern 80 Ski Race to be conducted during the bridge construction period. Bridge piers would be located clear of the main Murray River channel. Access to the boat ramp for boating enthusiasts would be provided during construction where practical.

Proximity of the preferred alignment to residential Noise studies have been undertaken; noise mitigation measures such areas and potential noise impacts as noise walls or low noise road surfacing treatments would be adopted where required to ensure that traffic noise was within VicRoads’ Noise Policy guidelines.

Provision for slow moving funeral processions An additional turning lane (i.e. third lane for the initial carriageway) accessing the Echuca Cemetery would be included in the design for Warren Street to cater for funeral processions.

Provision for vehicle and pedestrian access for Warren Intersection treatments would be formalised with Homan and Redman Street residents streets to provide safe access for local residents and visitors to the Echuca Cemetery. Connections would be made to a shared path to enhance pedestrian and cycle activities.

Access to Victoria Park for recreational activities The spans of the Murray River bridge would be arranged to allow for adequate vehicle and pedestrian access under the bridge to Victoria Park facilities.

The effects of a new road built on flooding regime of Detailed analysis of the impacts of a new road on the floodplain has the Murray and Campaspe rivers floodplain been carried out. The new road would provide a second flood free access between the towns with structures to mitigate the effects of 1:100 year Average Recurrence Interval (ARI) flood event.

Ongoing concern about the lack of a second Murray The Mid-West Option would provide an alternate route across the River crossing to provide for increased safety and Murray River. It would allow for improved freight movements, reduce improved amenity in the town centres traffic congestion and provide improved amenity with Echuca, Moama and the historic Port area of Echuca through significant traffic reductions.

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7.6.1 Alignment refinements due to  The horizontal alignment for the new crossing community feedback was adapted to respect Aboriginal cultural heritage sites in the area, wherever practical. A During the course of the planning investigations, treatment to enable the new road to be raised to feedback from the community informed ongoing traverse a remnant sand hill in the vicinity of the iteration and refinement of the preferred alignment. Echuca Lawn Tennis Club was explored with the In a number of instances, the preferred alignment support and approval of YYNAC. was adjusted to address community concerns, or in some instances, on advice of beneficial local knowledge. These instances are listed below: 7.7 Ongoing community consultation  Vertical geometry of the preferred alignment over the Murray River: the height of the Murray VicRoads will continue to inform landowners, River bridge was defined after consultation with stakeholders and the broader community about the the Murray River Skippers Association and NSW findings of the EES process to ensure people are Road and Maritime regarding the navigation kept up to date, and where appropriate, to provide needs of paddle-steamers. feedback.  The spans of the bridges across the Campaspe and Murray rivers were determined after 7.7.1 Consultation activities planned considering water craft and river flow conditions during public exhibition of EES (i.e. bridge piers and columns would be located The EES is being exhibited for a minimum period of 30 clear of the main water channels allowing business days for public comment. During the public unrestricted water craft access). exhibition period, VicRoads staff will be available at  The vertical clearance of the Campaspe River various locations to provide EES information and bridge at the end of Crofton Street, and Project updates. The objectives of consultation during emergency access arrangements along the public exhibition of the EES are to: alignment were defined after considering advice  Present and explain the EES findings from emergency services personnel.  Explain the next steps in the planning process  The vertical geometry of the crossing between the Cobb Highway and Warren Street was  Encourage further community engagement. adapted to be above the 1:100 ARI flood event, Consultation activities planned to be undertaken as thereby providing a second flood free crossing part of the public exhibition phase of the EES are between the two towns. outlined in Table 7-5.  Access arrangements to the Echuca Cemetery, to include a turning lane for funeral processions, and formalised intersections for Homan and Redman Streets were refined following

consultation with Warren Street residents. The alignment for Warren Street would provide for widening of the road formation on the southern

side of the existing pavement, to reduce the potential impacts of construction on adjoining residences along the northern boundary of Warren Street. Table 7-5 Consultation activities during exhibition of the EES

Activity Description Audience

Council briefing Briefings to ensure councillors are fully informed stakeholders: Campaspe and Murray Shire Councillors  Provided advanced information of the material to be publicly exhibited. and/or Senior Officers

Key external Review and input into information material to be publicly exhibited Key agencies (TRG) stakeholder briefing

Media briefings  Provide local media outlets on current status, outcomes and Media information to go on public exhibition  Expected that any public announcement for exhibition would be Ministerial/Member of Parliament in origin.

Government Information provided on planned information to go with public exhibition Minister’s Office and briefings Local MPs

VicRoads briefing Formal Project update to ensure key internal stakeholders are informed of VicRoads Senior public exhibition material Management

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Activity Description Audience

Public information  EES documentation on public display. Information to provide Community display accessible written and visual information and next steps of the Project  Available at key community locations and on Project web page.

Information bulletin  Accessible written and visual information to inform the community Community about the material that is on public exhibition and next steps of the Project  It is envisaged that a minimum of one bulletin would be required  Available as newspaper insert, at key community locations and on Project web page.

Project website Project page contains up to date Project information (i.e. public exhibition Community material and link to EES documentation)

EES documentation  Formal report and Technical Appendices includes accessible written Community and visual information to inform the community about the findings of the process  The EES documentation is placed on exhibition for 30 days as static display and for the community to submit feedback on the preferred alignment  To be made available at key community locations and on the Project web page.

Advertising As required, VicRoads (at the request of key agencies) advertises where the Community EES documentation can be accessed

7.7.2 Consultation post-EES At the conclusion of the EES process and throughout Direct consultation would continue throughout the the construction phase for the Project, regular acquisition process and affected parties would be updates would continue. able to directly liaise with VicRoads property officers. The key objectives of consultation post-EES are to: Notifications and notices of entry would be sent to affected landowners to inform them of  Explain the EES outcomes to be implemented preconstruction activities such as fencing, service  Provide timely and accurate information to the relocation etc. community and stakeholders Construction updates  Provide easily accessible information and updates about the construction phase to the Construction updates would be provided on the community. VicRoads website. Specific issues directly impacting on properties (e.g. What tools would be used? impacts to access, out of hours work, etc.) would VicRoads website would be used via the Project require the contractor(s) to appropriately notify page, and would include Project updates, contact affected landowners. numbers for further information, and notices of upcoming works. Complaints process A site office would be established where local Any complaints received during construction would VicRoads personnel would provide information and be managed by VicRoads. VicRoads would determine deal with Project-related issues/complaints. the appropriate response to complaints/issues and follow through with the complainant. Information would also be published in local papers, including notices of traffic control items (e.g. road VicRoads would also follow through with the closures). contractor(s) to ensure the contractor(s) is meeting their contractual and statutory obligations. In some instances, VicRoads would make direct contact with affected parties via phone, email and Direct contact should be made through the site letter. office or the contact numbers provided on the website, advertisements, and letters. Land acquisition processes Affected landowners would be formally notified in writing of the outcome of the EES process. The notice would include arrangements to meet with VicRoads to explain the acquisition process prior to formal notices.

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Other stakeholders VicRoads would continue to work with the Shire of Campaspe and Murray Shire on Project updates, impacts and implementation management and issues. VicRoads would monitor the contractor(s) to ensure it meets relevant statutory authority compliance

(e.g. EPA Victoria, Catchment Management Authority, Office of Aboriginal Affairs Victoria). VicRoads would consult with service authorities on impacts to services and requirements for service relocations to ensure continuity of supply during the construction phase.